Temperature adjustment method and temperature adjustment system for vehicle

ABSTRACT

The present disclosure discloses a temperature adjustment method and a temperature adjustment system for a vehicle. The temperature adjustment method includes the following steps: obtaining a required power used for performing temperature adjustment on a battery; obtaining an actual power used for performing temperature adjustment on the battery; and adjusting an opening degree of an intra-vehicle cooling branch and an opening degree of a battery cooling branch according to the required power, the actual power, an intra-vehicle temperature, and an air conditioner set temperature.

CROSS-REFERENCE TO RELATED APPLICATIONS

The present disclosure claims priority to and benefits of Chinese PatentApplication No. 201710940351.4, filed by BYD Co., Ltd. on Sep. 30, 2017and entitled “TEMPERATURE ADJUSTMENT METHOD AND TEMPERATURE ADJUSTMENTSYSTEM FOR VEHICLE”.

FIELD

The present disclosure relates to the field of automobile technologiesand, in particular, to a temperature adjustment method for a vehicle anda temperature adjustment system for a vehicle.

BACKGROUND

Currently, performance of a vehicle-mounted battery of an electricvehicle is affected by a climatic environment greatly, and anexcessively high or excessively low ambient temperature affects theperformance of the vehicle-mounted battery. Therefore, a temperature ofthe vehicle-mounted battery needs to be adjusted, so that thetemperature of the vehicle-mounted battery is maintained within a presetrange.

Currently, for a region whose climatic environment is hot, a batterycooling system needs to be added to an electric vehicle, so as to reducea temperature of a vehicle-mounted battery when the temperature of thevehicle-mounted battery is excessively high; and for a region whoseclimatic environment is cold, a battery heating system needs to be addedto the electric vehicle, so as to increase the temperature of thevehicle-mounted battery when the temperature of the vehicle-mountedbattery is excessively low.

However, for a region that is hot in summer and cold in winter, theforegoing method cannot resolve both of problems of the excessively hightemperature and the excessively low temperature of the vehicle-mountedbattery, and a method for adjusting a temperature of a vehicle-mountedbattery is relatively crude. When cooling processing is performed on thebattery, it cannot be ensured that the temperature of thevehicle-mounted battery is maintained within a preset range, and anintra-vehicle refrigerating effect cannot be ensured either.

SUMMARY

The present disclosure proposes a temperature adjustment method for avehicle according to an embodiment. By adjusting opening degrees of anintra-vehicle cooling branch and a battery cooling branch, the methodmay quickly adjust a temperature of a vehicle-mounted battery when thetemperature is excessively high or excessively low, thereby maintainingthe temperature of the vehicle-mounted battery within a preset range,and avoiding a case of affecting performance of the vehicle-mountedbattery because of the temperature, and may further make anintra-vehicle temperature satisfy a requirement if the temperature ofthe battery satisfies a requirement.

The present disclosure further proposes a temperature adjustment systemfor a vehicle according to an embodiment.

According to an embodiment in an aspect of the present disclosure, atemperature adjustment method for a vehicle is proposed, including thefollowing steps: obtaining a required power and an actual power used forperforming temperature adjustment on a battery; and adjusting an openingdegree of an intra-vehicle cooling branch and an opening degree of abattery cooling branch according to the required power, the actualpower, an intra-vehicle temperature, and an air conditioner settemperature.

In the temperature adjustment method for a vehicle according to thisembodiment of the present disclosure, a required power used forperforming temperature adjustment on a battery is first obtained; anactual power used for performing temperature adjustment on the batteryis then obtained; and an opening degree of an intra-vehicle coolingbranch and an opening degree of a battery cooling branch are finallyadjusted according to the required power, the actual power, theintra-vehicle temperature, and the air conditioner set temperature.Therefore, by adjusting the opening degrees of the intra-vehicle coolingbranch and the battery cooling branch, the method may quickly adjust thetemperature of the vehicle-mounted battery when the temperature isexcessively high or excessively low, thereby maintaining the temperatureof the vehicle-mounted battery within a preset range, and avoiding acase of affecting performance of the vehicle-mounted battery because ofthe temperature, and may further make the intra-vehicle temperaturesatisfy a requirement if the temperature of the battery satisfies arequirement.

According to an embodiment in another aspect of the present disclosure,a temperature adjustment system for a vehicle is proposed, including: acompressor; a condenser connected to the compressor; an intra-vehiclecooling branch connected between the compressor and the condenser; abattery cooling branch connected between the compressor and thecondenser; and a battery temperature adjustment module connected to thebattery cooling branch, and configured to: obtain a required power andan actual power used for performing temperature adjustment on a battery;obtain an intra-vehicle temperature of a vehicle and an air conditionerset temperature; and adjust an opening degree of an intra-vehiclecooling branch and an opening degree of a battery cooling branchaccording to the required power, the actual power, the intra-vehicletemperature, and the air conditioner set temperature.

The temperature adjustment system for a vehicle according to thisembodiment of the present disclosure obtains, through the batterytemperature adjustment module, the required power and the actual powerused for performing temperature adjustment on the battery, obtains theintra-vehicle temperature of the vehicle and the air conditioner settemperature, and adjusts the opening degrees of the intra-vehiclecooling branch and the battery cooling branch according to the requiredpower, the actual power, the intra-vehicle temperature, and the airconditioner set temperature. Therefore, by adjusting the opening degreesof the intra-vehicle cooling branch and the battery cooling branch, thesystem may quickly adjust the temperature of the vehicle-mounted batterywhen the temperature is excessively high or excessively low, therebymaintaining the temperature of the vehicle-mounted battery within apreset range, and avoiding a case of affecting performance of thevehicle-mounted battery because of the temperature, and may further makethe intra-vehicle temperature satisfy a requirement if the temperatureof the battery satisfies a requirement.

BRIEF DESCRIPTION OF THE DRAWINGS

These and other aspects and advantages of embodiments of the presentdisclosure will become apparent and more readily appreciated from thefollowing descriptions made with reference to the drawings, in which:

FIG. 1 is a schematic diagram 1 of a flow path structure of atemperature adjustment system for a vehicle-mounted battery according toa first embodiment of the present disclosure;

FIG. 2 is a schematic diagram 2 of a flow path structure of atemperature adjustment system for a vehicle-mounted battery according toa first embodiment of the present disclosure;

FIG. 3 is a schematic diagram of a flow path structure of a temperatureadjustment system for a vehicle-mounted battery according to a secondembodiment of the present disclosure;

FIG. 4 is a schematic diagram of a flow path structure of a temperatureadjustment system for a vehicle-mounted battery according to a thirdembodiment of the present disclosure;

FIG. 5 is a schematic diagram of an operating principle of a controlleraccording to an embodiment of the present disclosure;

FIG. 6 is a flowchart of a temperature adjustment method for avehicle-mounted battery according to a first embodiment of the presentdisclosure;

FIG. 7 is a flowchart of a temperature adjustment method for avehicle-mounted battery according to a second embodiment of the presentdisclosure;

FIG. 8 is a flowchart of a temperature adjustment method for avehicle-mounted battery according to a third embodiment of the presentdisclosure;

FIG. 9 is a flowchart of a temperature adjustment method for avehicle-mounted battery according to a fourth embodiment of the presentdisclosure;

FIG. 10 is a flowchart of a temperature adjustment method for avehicle-mounted battery according to a fifth embodiment of the presentdisclosure;

FIG. 11 is a schematic diagram of a flow path structure of a temperatureadjustment system for a vehicle-mounted battery according to a fourthembodiment of the present disclosure;

FIG. 12 is a flowchart of a temperature adjustment method for avehicle-mounted battery according to a sixth embodiment of the presentdisclosure;

FIG. 13 is a schematic diagram 1 of a flow path structure of atemperature adjustment system for a vehicle-mounted battery according toa seventh embodiment of the present disclosure;

FIG. 14 is a schematic diagram 2 of a flow path structure of atemperature adjustment system for a vehicle-mounted battery according toa seventh embodiment of the present disclosure;

FIG. 15 is a schematic diagram 3 of a flow path structure of atemperature adjustment system for a vehicle-mounted battery according toa seventh embodiment of the present disclosure;

FIG. 16 is a flowchart 1 of a temperature adjustment method for avehicle-mounted battery according to a sixth embodiment of the presentdisclosure;

FIG. 17 is a flowchart 2 of a temperature adjustment method for avehicle-mounted battery according to a sixth embodiment of the presentdisclosure;

FIG. 18 is a flowchart of a temperature adjustment method for avehicle-mounted battery according to a seventh embodiment of the presentdisclosure;

FIG. 19 is a flowchart of a temperature adjustment method for a vehicleaccording to an eighth embodiment of the present disclosure;

FIG. 20 is a flowchart 2 of a temperature adjustment method for avehicle-mounted battery according to a sixth embodiment of the presentdisclosure;

FIG. 21 is a flowchart of a temperature adjustment method for a vehicleaccording to a first embodiment of the present disclosure;

FIG. 22 is a flowchart of a temperature adjustment method for a vehicleaccording to a second embodiment of the present disclosure;

FIG. 23 is a flowchart of a temperature adjustment method for a vehicleaccording to a third embodiment of the present disclosure;

FIG. 24 is a flowchart of a temperature adjustment method for a vehicleaccording to a fourth embodiment of the present disclosure;

FIG. 25 is a schematic diagram 1 of a flow path structure of atemperature adjustment system for a vehicle-mounted battery according toan eighth embodiment of the present disclosure;

FIG. 26 is a schematic diagram 2 of a flow path structure of atemperature adjustment system for a vehicle-mounted battery according toan eighth embodiment of the present disclosure;

FIG. 27 is a schematic diagram of a flow path structure of a temperatureadjustment system for a vehicle-mounted battery according to a ninthembodiment of the present disclosure;

FIG. 28 is a schematic diagram of distribution locations of air outletsaccording to an embodiment of the present disclosure;

FIG. 29 is a flowchart of a temperature adjustment method for avehicle-mounted battery according to an eighth embodiment of the presentdisclosure;

FIG. 30 is a flowchart of a temperature adjustment method for avehicle-mounted battery according to a ninth embodiment of the presentdisclosure;

FIG. 31 is a schematic diagram of a flow path structure of a temperatureadjustment system for a vehicle-mounted battery according to a tenthembodiment of the present disclosure;

FIG. 32 is a flowchart of a temperature adjustment method for avehicle-mounted battery according to a tenth embodiment of the presentdisclosure;

FIG. 33 is a schematic diagram 1 of a flow path structure of atemperature adjustment system for a vehicle-mounted battery according toan eleventh embodiment of the present disclosure;

FIG. 34 is a schematic diagram 2 of a flow path structure of atemperature adjustment system for a vehicle-mounted battery according toan eleventh embodiment of the present disclosure;

FIG. 35 is a schematic diagram 3 of a flow path structure of atemperature adjustment system for a vehicle-mounted battery according toan eleventh embodiment of the present disclosure;

FIG. 36 is a flowchart of a temperature adjustment method for avehicle-mounted battery according to an eleventh embodiment of thepresent disclosure; and

FIG. 37 is a schematic structural diagram of a temperature adjustmentsystem for a vehicle-mounted battery according to a twelfth embodimentof the present disclosure.

DETAILED DESCRIPTION

The following describes embodiments of the present disclosure in detail.Examples of the embodiments are shown in the accompanying drawings. Thesame or similar elements and the elements having same or similarfunctions are denoted by like reference numerals throughout thedescriptions. The following embodiments described with reference to theaccompanying drawings are exemplary, and are intended to describe thepresent disclosure and cannot be construed as a limitation to thepresent disclosure.

When a vehicle includes one battery, as shown in FIG. 1 and FIG. 2, atemperature adjustment system for a vehicle-mounted battery includes: acompressor 1, a condenser 2, a battery cooling branch 4, and a batterytemperature adjustment module 5.

The condenser 2 is connected to the compressor 1, and the batterycooling branch 4 is connected between the compressor 1 and the condenser2. The battery temperature adjustment module 5 is connected to thebattery cooling branch 4, and configured to obtain a required power P1of a battery 6 and an actual power P2 of the battery, and adjust atemperature of the battery 6 according to the required power P1 and theactual power P2. The compressor 1 and the condenser 2 form arefrigerating branch.

Specifically, the required power P1 is a temperature adjustment powerrequired by the battery when a temperature of the battery is adjusted toa target temperature. The actual power P2 of the battery is atemperature adjustment power actually obtained by the battery whentemperature adjustment is currently performed on the battery. The targettemperature is a set value, and may be preset according to an actualsituation of the vehicle-mounted battery. For example, in winter, theoutdoor ambient temperature is quite low, the battery needs to beheated, and the target temperature may be set to approximately 10° C.;in summer, the battery needs to be cooled, and the target temperaturemay be set to approximately 35° C. The battery temperature adjustmentmodule 5 obtains the required power P1 of the battery 6 and the actualpower P2 of the battery 6, and adjusts a power of the compressor 1 and apower of a heater according to the required power P1 and the actualpower P2 to adjust the temperature of the battery 6. As shown in FIG. 1,when a cooling liquid of an air conditioner does not access the batterytemperature adjustment module 5, the battery cooling branch 4 has twoducts, a first duct is in communication with the compressor 1, and asecond duct is in communication with the battery temperature adjustmentmodule 5, where the first duct and the second duct are adjacentlydisposed independent of each other, so that mediums (flowing mediumssuch as cooling mediums, water, oil, and air, or mediums such as phasechange materials, or other chemical products) are independent of eachother. When the temperature of the battery 6 is excessively high, arefrigerating function of the vehicle-mounted air conditioner is turnedon, a battery cooling function is started, and a flowing direction ofthe cooling liquid (for example, a cooling medium) in the first duct is:the compressor 1—the condenser 2—the battery cooling branch 4—thecompressor 1; and a flowing direction of the cooling liquid in thesecond duct is: the battery cooling branch 4—the battery temperatureadjustment module 5—the battery 6—the battery temperature adjustmentmodule 5—the battery cooling branch 4.

As shown in FIG. 2, when the cooling liquid of the air conditioneraccesses the battery temperature adjustment module 5, a flowingdirection of the cooling liquid is: the compressor 1—the condenser 2—thebattery cooling branch 4—the battery temperature adjustment module 5—thebattery 6—the battery temperature adjustment module 5—the compressor 1.

In the foregoing two embodiments, the vehicle-mounted air conditioner isonly used for cooling and heating the battery 6, and the temperatureadjustment system may also cool both a compartment and the battery 6through the vehicle-mounted air conditioner. When the system cools boththe compartment and the battery 6 through the vehicle-mounted airconditioner, as shown in FIG. 3, the temperature adjustment system mayfurther include an intra-vehicle cooling branch 3, and the intra-vehiclecooling branch 3 is connected between the compressor 1 and the condenser2.

When the intra-vehicle temperature is excessively high, an intra-vehiclecooling function is started, a flowing direction of the cooling liquidis: the compressor 1—the condenser 2—the intra-vehicle cooling branch3—the compressor 1. When the temperature of the battery 6 is excessivelyhigh, a battery cooling function is started, and a flowing direction ofthe cooling liquid in the first duct is: the compressor 1—the condenser2—the battery cooling branch 4—the compressor 1; and a flowing directionof the cooling liquid in the second duct is: the battery cooling branch4—the battery temperature adjustment module 5—the battery 6—the batterytemperature adjustment module 5—the battery cooling branch 4. Therefore,the heating power and the cooling power of the vehicle-mounted batterymay be precisely controlled according to an actual status of thebattery, thereby adjusting the temperature of the vehicle-mountedbattery when the temperature of the vehicle-mounted battery isexcessively high or excessively low, maintaining the temperature of thevehicle-mounted battery within a preset range, and avoiding a case ofaffecting performance of the vehicle-mounted battery because of thetemperature; and when the temperature of the battery satisfies arequirement, the intra-vehicle temperature may further satisfy arequirement.

According to an embodiment of the present disclosure, as shown in FIG.4, a battery cooling branch 4 may include a heat exchanger 41, the heatexchanger 41 includes a first duct and a second duct, the second duct isconnected to a battery temperature adjustment module 5, and the firstduct is in communication with a compressor 1, where the first duct andthe second duct are adjacently disposed independent of each other. Inthis embodiment of the present disclosure, a physical location of theheat exchanger 41 may be on a loop in which the compressor 1 of avehicle-mounted air conditioner is located, to facilitate pre-deliverycommissioning of the vehicle-mounted air conditioner, and thevehicle-mounted air conditioner may be individually supplied andassembled. Moreover, the vehicle-mounted air conditioner only needs tobe filled with a medium once in an installing process. The physicallocation of the heat exchanger 41 may alternatively be on a loop inwhich a battery 6 is located, and the physical location of the heatexchanger 41 may alternatively be disposed independent of the loop inwhich the compressor 1 of the vehicle-mounted air conditioner is locatedand the loop in which the battery 6 is located.

As shown in FIG. 4, the battery temperature adjustment module 5 mayinclude: a flow path of adjusting the temperature of the battery (notspecifically shown in the figure), where the flow path is disposed inthe battery 6; and a pump 51, a medium container 52, a heater 53, and acontroller (not specifically shown in the figure) that are connectedbetween the flow path and the heat exchanger 41. The controller obtainsa required power P1 of the battery 6 and an actual power P2 of thebattery, and adjusts the temperature of the battery 6 according to therequired power P1 and the actual power P2 of the battery. Theintra-vehicle cooling branch 3 may include: an evaporator 31, a firstexpansion valve 32, and a first electronic valve 33. The battery coolingbranch 4 may further include a second expansion valve 42 and a secondelectronic valve 43.

It may be understood that, the battery cooling branch 4 mayalternatively be not provided with the heat exchanger 41, and a coolingmedium flows in the battery cooling branch 4 without the heat exchanger41. If the battery cooling branch 4 is provided with the heat exchanger41, a cooling medium flows in the first duct of the battery coolingbranch 4, a cooling liquid flows in the second duct, and a coolingmedium flows in the intra-vehicle cooling branch 3.

According to an implementation example of the present disclosure, asshown in FIG. 4, the battery temperature adjustment module 5 furtherincludes a first temperature sensor 55 disposed on an inlet of the flowpath, a second temperature sensor 56 disposed on an outlet of the flowpath, and a flow velocity sensor 57. It may be understood that,locations of the inlet and the outlet of the flow path are not absolute,but are determined according to steering of the pump 51.

Specifically, as shown in FIG. 5, controllers may include a batterymanagement controller, a battery heat management controller, and avehicle-mounted air conditioner controller. The battery heat managementcontroller may be electrically connected to a first temperature sensor51, a second temperature sensor 52, and a flow velocity sensor 57, andperform CAN communication with a pump 51 and a heater 53; and obtain anactual power P2 according to a specific heat capacity of a medium, adensity of the medium, and a cross-sectional area of a flow path, andcontrol a rotational speed of the pump 51 and a power of the heater 53.The battery management controller collects a current flowing through abattery and a temperature of the battery, obtains a required power P1according to a target temperature of the battery, a target time t, aspecific heat capacity C of the battery, a mass M of the battery, and aninternal resistance R of the battery, and controls the vehicle-mountedair conditioner controller to start or stop operating. Thevehicle-mounted air conditioner controller is electrically connected toexpansion valves and electronic valves, and the vehicle-mounted airconditioner controller may perform CAN communication with the batterymanagement controller, the battery heat management controller, and acompressor 1, to control a power P of the compressor, and on/off of theexpansion valves and the electronic valves according to the requiredpower P1 obtained by the battery management controller and the actualpower P2 obtained by the battery heat management controller, therebycontrolling a heat exchange amount.

It should be understood that, the battery management controller mayinclude, for example, a DSP chip having a battery management function.The battery heat management controller may include, for example, a DSPchip having a battery heat management function. The vehicle-mounted airconditioner controller may include, for example, a vehicle-mounted airconditioner DSP chip.

The heat exchanger 41 may be a plate heat exchanger, and the plate heatexchanger may be installed in the vehicle-mounted air conditioner, sothat the entire refrigerant loop is in the vehicle-mounted airconditioner, to facilitate pre-delivery commissioning of thevehicle-mounted air conditioner; and the vehicle-mounted air conditionermay be individually supplied and assembled, and moreover, thevehicle-mounted air conditioner only needs to be filled with therefrigerant once in an installing process.

The cooling liquid flows into the battery 6 from the inlet of the flowpath, and flows out from the outlet of the flow path, therebyimplementing heat exchange between the battery 6 and the cooling liquid.

The pump 51 is mainly used for providing power, and the medium container52 is mainly used for storing the cooling liquid and receiving thecooling liquid added to the temperature adjustment system. When thecooling liquid in the temperature adjustment system is reduced, thecooling liquid in the medium container 52 may be automaticallysupplemented. The heater 53 may be a positive temperature coefficient(PTC) heater, generally referring to a semiconductor material orcomponent whose positive temperature coefficient is quite large, mayperform controller area network (CAN) communication with the batteryheat management controller, to provide a heating power to thetemperature adjustment system for a vehicle-mounted battery, and iscontrolled by the controller, and the heater 53 may be disposed on anylocation between the medium container 52 and the first temperaturesensor 55. That is to say, the heater 53 is not in direct contact withthe battery 6, to have relatively high safety, reliability, andpracticability.

The first temperature sensor 55 is used for detecting the temperature ofthe cooling liquid on the inlet of the flow path, and the secondtemperature sensor 56 is used for detecting the temperature of thecooling liquid on the outlet of the flow path. The flow velocity sensor57 is used for detecting flow velocity information of the cooling liquidin the duct of the temperature adjustment system. The first electronicvalve 33 is used for controlling opening and closing of theintra-vehicle cooling branch 3, and the first expansion valve 32 may beused for controlling the flow of the cooling liquid in the intra-vehiclecooling branch 3. The second electronic valve 43 is used for controllingopening and closing of the battery cooling branch 4, and the secondexpansion valve 42 may be used for controlling the flow of the coolingliquid in the battery cooling branch 4.

It may be understood that, as shown in FIG. 2, when the cooling liquidof the air conditioner accesses the battery temperature adjustmentmodule 5, the heat exchanger 41, the pump 51, and the medium container52 do not need to be disposed. Such a manner in which the loop of thevehicle-mounted air conditioner is in communication with the batterycooling branch 4 may improve cooling efficiency, to avoid a problem ofincomplete heat exchange at the heat exchanger 41, that is, completelyeradicate a heat exchange loss caused due to heat exchange efficiency ofthe heat exchanger. In the manner in which the loop of thevehicle-mounted air conditioner and the cooling liquid of the batterycooling branch are independent of each other, the actual power, used forcooling the battery, of the compressor in the loop of thevehicle-mounted air conditioner is obtained according to the maximum (orrated) power of the compressor and the heat exchange efficiency of theheat exchanger 41, and the subsequently described power P of thecompressor is the power, of the compressor described herein, used forcooling the battery (it may be understood that, a maximum (or rated)refrigerating power of the subsequently described compressor is amaximum (or rated) power of the compressor multiplied by the heatexchange efficiency). The heat exchange efficiency may be a set fixedvalue, and be measured after the entire system is built; or may beobtained in real time. An actual heat exchange power may be known byadding temperature sensors before and after the heat exchanger andadding a flow velocity sensor on the loop in which the heat exchanger islocated, and a ratio of the actual power P2 of the battery to the actualheat exchange power is the heat exchange efficiency.

How does the battery temperature adjustment module 5 obtain the requiredpower P1 and the actual power P2 of the battery 6 is described belowwith reference to specific embodiments.

According to an embodiment of the present disclosure, the controller maybe configured to: obtain a first parameter when enabling temperatureadjustment on the battery, and generate a first required power of thebattery according to the first parameter; obtain a second parameter whenenabling temperature adjustment on the battery, and generate a secondrequired power of the battery according to the second parameter; andgenerate the required power P1 of the battery according to the firstrequired power of the battery and the second required power of thebattery.

According to an embodiment of the present disclosure, the firstparameter includes an initial temperature when enabling temperatureadjustment on the battery 6, the target temperature, and the target timet for reaching the target temperature from the initial temperature, andthe controller obtains a first temperature difference ΔT₁ between theinitial temperature and the target temperature, and generates the firstrequired power according to the first temperature difference ΔT₁ and thetarget time t.

The controller generates the first required power through the followingformula (1):

ΔT₁*C*M/t  (1)

where ΔT₁ is the first temperature difference between the initialtemperature and the target temperature, t is the target time, C is aspecific heat capacity of the battery 6, and M is a mass of the battery6.

The second parameter is an average current I of the battery 6 within apreset time, and the controller generates the second required powerthrough the following formula (2):

I²*R  (2)

where I is the average current, and R is an internal resistance of thebattery 6.

When the battery 6 is cooled, P1=ΔT₁*C*M/t+I²*R; and when the battery 6is heated, P1=ΔT₁*C*M/t−I²*R.

According to an embodiment of the present disclosure, the controllergenerates a second temperature difference ΔT₂ according to an inlettemperature detected by the first temperature sensor 55 and an outlettemperature detected by the second temperature sensor 56, and generatesthe actual power P2 of each battery according to the second temperaturedifference ΔT₂ of the battery and a flow velocity v that is detected bythe flow velocity sensor 57.

According to an embodiment of the present disclosure, the actual powerP2 is generated through the following formula (3):

ΔT₂*c*m  (3)

where ΔT₂ is the second temperature difference, c is a specific heatcapacity of the cooling liquid in the flow path, and m is a mass of thecooling liquid flowing through a cross section of the flow path within aunit time, where m=v*s*ρ, s is a cross-sectional area of the flow path,v is a flow velocity of the cooling liquid, and ρ is a density of thecooling liquid.

Additionally, the flow velocity sensor may alternatively be replacedwith a flow sensor, where m=Q*ρ, and Q is a flow, measured by the flowsensor, of the cooling liquid flowing through a cross section of theflow path within a unit time.

Specifically, after the vehicle is powered on, the battery managementcontroller determines whether temperature adjustment needs to beperformed on the vehicle. If it is determined that temperatureadjustment needs to be performed on the vehicle, for example, thetemperature of the battery 6 is excessively high, the battery managementcontroller sends information about enabling a temperature adjustmentfunction to the vehicle-mounted air conditioner controller through CANcommunication. After enabling the temperature adjustment function, thevehicle-mounted air conditioner controller sends heat exchangeinformation to the battery heat management controller. Moreover, thevehicle-mounted air conditioner controller controls the secondelectronic valve 43 to be turned on, and the battery heat managementcontroller controls the pump 51 to begin operating at a defaultrotational speed (for example, a low rotational speed).

Moreover, the battery management controller obtains the initialtemperature (that is, current temperature) of the battery 6, the targettemperature, and the target time t for reaching the target temperaturefrom the initial temperature, where the target temperature and thetarget time t may be preset according to an actual situation, and thefirst required power of the battery is calculated according to theformula (1). The battery management controller further obtains theaverage current I of the battery 6 within the preset time, and thesecond required power of the battery is calculated according to theformula (2). Then, the battery management controller calculates therequired power P1 (that is, the required power for adjusting thetemperature of the battery 6 to the target temperature within the targettime) according to the first required power and the second requiredpower of the battery 6, where when the battery 6 is cooled,P1=ΔT₁*C*M/t+I²*R; and when the battery 6 is heated, P1=ΔT₁*C*M/t−I²*R.

Moreover, the battery heat management controller obtains temperatureinformation detected by the first temperature sensor 55 and the secondtemperature sensor 56, and obtains flow velocity information detected bythe flow velocity sensor 57, and the actual power P2 of the battery 6 iscalculated according to the formula (3).

Finally, the vehicle-mounted air conditioner controller controls anoutput power of the compressor and an opening degree of the secondexpansion valve 42 according to the required power P1 and the actualpower P2 of the battery 6, and the battery heat management controlleroptionally adjusts the rotational speed of the pump 51. For example, ifthe required power P1 is greater than the actual power P2, thevehicle-mounted air conditioner controller increases the power of thecompressor and the opening degree of the second expansion valve 42according to a difference between the required power P1 and the actualpower P2, and the rotational speed of the pump 51 is optionallyincreased; and if the required power P1 is less than the actual powerP2, the vehicle-mounted air conditioner controller reduces the power ofthe compressor and the opening degree of the second expansion valve 42according to a difference between the required power P1 and the actualpower P2, and the rotational speed of the pump 51 is optionally reduced.

For example, it can be known from the foregoing embodiment that, therequired power P1 is formed by two parts. When the battery 6 needs to becooled, if the initial temperature of the battery 6 is 45° C., and thetarget temperature is 35° C., heat that needs to be dissipated when thebattery is cooled from 45° C. to 35° C. is fixed, and may be directlycalculated through the formula (1), that is, ΔT₁*C*M/t, that is, thefirst required power. Moreover, a discharging and charging processexists in the cooling process of the battery 6, and this processgenerates heat. Because a discharging or charging current of the battery6 is changed, this part of heat may alternatively be directly obtainedby detecting the average current I of the battery, and the currentheating power, that is, the second required power of the battery 6 isdirectly calculated through the formula (3), that is, I²*R. A coolingcompletion time of the present disclosure is set based on the targettime t (t may be changed according to a user requirement or an actualdesign situation of the vehicle). After the target time t required forcooling completion is determined, the current required power P1 requiredfor cooling the battery 6 may be predicted, that is, P1=ΔT₁*C*M/t+I²*R.If the heating function is started, the required powerP1=ΔT₁*C*M/t−I²*R, that is, when the battery 6 is in a heating process,a larger discharging or charging current of the battery 6 indicates asmaller required heating power, that is, required power P1.

How to adjust the temperature of each battery 6 according to therequired power P1 and the actual power P2 of the battery 6 is describedbelow with reference to specific embodiments.

According to an embodiment of the present disclosure, the controller isfurther configured to: detect the temperature of the battery; control,when the temperature of the battery is greater than a first temperaturethreshold, the temperature adjustment system to enter a cooling mode;and control, when the temperature of the battery is less than a secondtemperature threshold, the temperature adjustment system to enter aheating mode. The first temperature threshold and the second temperaturethreshold may be preset according to an actual situation, and the firsttemperature threshold is usually greater than the second temperaturethreshold. For example, the first temperature threshold may be 40° C.,and the second temperature threshold may be 0° C.

Specifically, after the vehicle is powered on, the battery managementcontroller detects the temperature of the battery 6 in real time, andperforms determining. If the temperature of the battery 6 is higher than40° C., it indicates that the temperature of the battery 6 isexcessively high in this case. To prevent the high temperature fromaffecting performance of the battery 6, temperature reduction processingneeds to be performed on the battery 6, the battery managementcontroller controls the temperature adjustment system to enter a coolingmode, and sends information about starting the battery cooling functionto the vehicle-mounted air conditioner controller. After receiving theinformation about starting the battery cooling function, thevehicle-mounted air conditioner controller controls the secondelectronic valve 43 to be turned on, so that the cooling liquid performsheat exchange with the battery 6 to reduce the temperature of thebattery 6. As shown in FIG. 4, when the temperature adjustment systemoperates in the cooling mode, a flowing direction of the cooling liquidin the corresponding first duct in the loop in which the battery 6 islocated is: the compressor 1—the condenser 2—the second electronic valve43—the second expansion valve 42—the heat exchanger 41—the compressor 1;and a flowing direction of the cooling liquid in the second duct is: themedium container 52—the heat exchanger 41—the heater 53 (turned off)—thepump 51—the first temperature sensor 55—the battery 6—the secondtemperature sensor 56—the flow velocity sensor 57—the medium container52; and cycling is performed in this way, and heat is exchanged at theheat exchanger 41, to implement temperature reduction on the battery 6.

If the temperature of the battery 6 is less than 0° C., it indicatesthat the temperature of the battery 6 is excessively low in this case.To prevent the low temperature from affecting performance of the battery6, temperature increase processing needs to be performed on the battery6, the battery management controller controls the temperature adjustmentsystem to enter a heating mode, and sends information about starting abattery heating function to the vehicle-mounted air conditionercontroller. After receiving the information about starting the batteryheating function, the vehicle-mounted air conditioner controllercontrols the second electronic valve 43 to be turned off, and moreoverthe battery heat management controller controls the heater 53 to beturned on, to provide a heating power to the temperature adjustmentsystem. When the temperature adjustment system operates in the heatingmode, a flowing direction of the cooling liquid is: the medium container52—the heat exchanger 41—the heater 53 (turned on)—the pump 51—the firsttemperature sensor 55—the battery 6—the second temperature sensor 56—theflow velocity sensor 57—the medium container 52; and cycling isperformed in this way, to implement temperature increase on the battery6.

According to an embodiment of the present disclosure, when thetemperature adjustment system operates in the cooling mode and therequired power P1 of the battery 6 is greater than the actual power P2corresponding to the battery, the controller obtains a power differencebetween the required power P1 and the actual power P2 used forperforming temperature adjustment on the battery, and increases,according to the power difference, the power of the compressor used forcooling the battery 6 or the flow of the cooling liquid of the battery6, to increase the cooling power of the battery 6; and when the requiredpower P1 of the battery 6 is less than or equal to the actual power P2,the controller reduces the power of the compressor or keeps the power ofthe compressor unchanged, or performs adjustment to reduce the flow ofthe cooling liquid of the battery, to reduce the cooling power of thebattery 6.

Specifically, when the temperature adjustment system operates in thecooling mode, the battery management controller obtains the requiredpower P1 used for performing temperature adjustment on the battery, thebattery heat management controller obtains the actual power P2 used forperforming temperature adjustment on the battery, and thevehicle-mounted air conditioner controller performs determiningaccording to the required power P1 and the actual power P2. If therequired power P1 of the battery 6 is greater than the actual power P2,it indicates that the temperature reduction on the battery 6 cannot becompleted within the target time according to the current refrigeratingpower or flow of the cooling liquid. Therefore, the vehicle-mounted airconditioner controller obtains a power difference between the requiredpower P1 and the actual power P2 used for performing temperatureadjustment on the battery, and increases, according to the powerdifference, the power of the compressor 1 or the flow of the coolingliquid of the battery, that is, increases the opening degree of thesecond expansion valve 42, to increase the cooling power of the battery,where a larger power difference between the required power P1 and theactual power P2 indicates larger increase of the power of the compressor1 and the flow of the cooling liquid of the battery, so that thetemperature of the battery is reduced to the target temperature withinthe preset time t. If the required power P1 of the battery 6 is lessthan or equal to the actual power P2, the vehicle-mounted airconditioner controller may keep the power of the compressor 1 unchangedor properly reduce the power of the compressor 1, or reduce the flow ofthe cooling liquid of the battery, that is, reduce the opening degree ofthe second expansion valve 42, to reduce the cooling power of thebattery. When the temperature of the battery 6 is less than 35° C.,cooling on the battery 6 is completed, the battery management controllersends information about turning off a temperature adjustment function tothe vehicle-mounted air conditioner controller through CANcommunication, and the vehicle-mounted air conditioner controllercontrols the second electronic valve 43 to be turned off. If thetemperature of the battery 6 is still higher than 35° C. after thetemperature adjustment system has entered the cooling mode for arelatively long time, for example, 1 hour, the vehicle-mounted airconditioner controller properly increases the power of the compressor 1,so that the battery completes temperature reduction as soon as possible.

According to an embodiment of the present disclosure, when thetemperature adjustment system operates in the heating mode and therequired power P1 of the battery is greater than the actual power P2,the controller obtains a power difference between the required power P1and the actual power P2 of the battery, and increases, according to thepower difference, the power of the heater 53 used for heating thebattery or performs adjustment to increase the flow of the coolingliquid of the battery, to increase the heating power of the battery; andwhen the required power P1 of the battery is less than or equal to theactual power P2, the controller reduces the power of the heater 53 orkeeps the power of the heater 53 unchanged, or performs adjustment toreduce the flow of the cooling liquid of the battery, to reduce theheating power of the battery.

Specifically, when the temperature adjustment system operates in theheating mode, the battery management controller obtains the requiredpower P1 used for performing temperature adjustment on the battery, andthe battery heat management controller obtains the actual power P2 usedfor performing temperature adjustment on the battery. If the requiredpower P1 of the battery 6 is greater than the actual power P2, itindicates that temperature increase on the battery 6 cannot be completedwithin the target time according to the current heating power or flow ofthe cooling liquid. Therefore, the battery heat management controllerobtains a power difference between the required power P1 and the actualpower P2 of the battery, and increases, according to the powerdifference, the power of the heater 53 used for heating the battery 6 orperforms adjustment to increase the flow of the cooling liquid of thebattery, for example, increases the rotational speed of the pump 51, sothat temperature adjustment on the battery may be completed within thetarget time. A larger difference between the required power P1 and theactual power P2 indicates larger increase of the power of the heater 53and the flow of the cooling liquid in the loop of the battery. If therequired power P1 of the battery is less than or equal to the actualpower P2, the battery heat management controller may properly reduce thepower of the heater 53, or keep the power of the heater 53 unchanged, orperform adjustment to reduce the flow of the cooling liquid in the loopof the battery, to reduce the heating power of the battery. When thetemperature of the battery 6 is higher than a preset temperature, forexample, 10° C., heating on the battery 6 is completed, the batterymanagement controller sends information about turning off a temperatureadjustment function to the battery heat management controller throughCAN communication, and the battery heat management controller controlsthe heater 53 to be turned off. If the temperature of the battery 6 isstill lower than 10° C. after the temperature adjustment system hasentered the heating mode for a relatively long time, for example, 1hour, the battery heat management controller properly increases thepower of the heater 53, so that the battery 6 completes temperatureincrease as soon as possible.

According to an embodiment of the present disclosure, the controller isfurther configured to reduce the rotational speed of the pump 51 or keepthe rotational speed of the pump 51 unchanged when the required power P1of the battery is less than or equal to the corresponding actual powerP2, and increase the rotational speed of the pump 51 when the requiredpower P1 of the battery is greater than the corresponding actual powerP2.

Specifically, when the temperature adjustment system enters the heatingmode or cooling mode, if the required power P1 of the battery 6 is lessthan the actual power P2, the controller controls the rotational speedof the pump 51 to be reduced, to save electric energy, or keeps therotational speed of the pump 51 unchanged. If the required power P1 ofthe battery 6 is greater than the actual power P2, in addition tocontrolling the power of the heater 53 or the compressor 1 to beincreased or the flow of the cooling liquid in the loop in which thebattery is located to be increased, the controller is further configuredto control the rotational speed of the pump 51 to be increased, toincrease a mass of the cooling liquid flowing through a cross section ofthe cooling flow path within a unit time, thereby increasing the actualpower P2 of the battery, to implement temperature adjustment within thetarget time t. If the required power P1 of the battery 6 is equal to theactual power P2, the rotational speed of the pump 51 is controlled to bekept unchanged at the current rotational speed.

In conclusion, when the temperature adjustment system operates in thecooling mode, if a sum of the required power P1 of the battery 6 and anintra-vehicle cooling required power P4 is less than a maximumrefrigerating power P of the compressor, that is, P1+P4≤P, thevehicle-mounted air conditioner controller controls the compressor 1 torun according to the refrigerating power P1+P4. If P1+P4>P, the batterymanagement controller determines whether the temperature of the battery6 is greater than a set temperature (for example, 45° C.). If thetemperature of the battery 6 is greater than 45° C., the cooling poweris preferentially provided to the battery 6, the vehicle-mounted airconditioner controller controls the compressor 1 to run according to themaximum refrigerating power, and the vehicle-mounted air conditionercontroller controls the opening degree of the first expansion valve 32and the opening degree of the second expansion valve 42, so that thecooling power of the battery cooling branch 4 is equal to the requiredpower P1 of the battery, and the power P4 of the intra-vehicle coolingbranch is equal to P minus P1. If it is determined that the temperatureof the battery is not greater than 45° C., and the intra-vehicletemperature has not reached the set temperature, the cooling power ispreferentially provided to the inside of the vehicle, the compressor 1is controlled to run according to the maximum refrigerating power, thecooling power of the intra-vehicle cooling branch 3 is P4, and thecooling power of the battery cooling branch 4 is P−P4. If theintra-vehicle temperature has reached the set temperature, cooling ofthe battery 6 is preferentially satisfied.

When P1 of the battery 6 is greater than P2, and a power of the battery6 that needs to be adjusted is P3 (P3=P1−P2), if P1+P4+P3≤P, thecompressor 1 needs to add a refrigerating power of P3, and P1 may beequal to P2 by increasing the opening degree of the second expansionvalve 42 and/or increasing the rotational speed of the pump 51. IfP1+P4+P3>P, the battery management controller determines whether thetemperature of the battery is greater than a set temperature, forexample, the set temperature may be 45° C. If the temperature of thebattery is greater than 45° C., the cooling power is preferentiallyprovided to the battery 6, the vehicle-mounted air conditionercontroller controls the compressor 1 to run according to the maximumrefrigerating power, to increase the cooling power of the batterycooling branch 4 by P3 by adjusting the opening degree of the firstexpansion valve 32 and the opening degree of the second expansion valve42, so that P1=P2, and the cooling power of the intra-vehicle coolingbranch 3 is reduced. If it is determined that the temperature of thebattery is not greater than 45° C., and the intra-vehicle temperaturehas not reached the set temperature, the cooling power is preferentiallyprovided to the inside of the vehicle, the compressor 1 is controlled torun according to the maximum refrigerating power, the cooling power ofthe intra-vehicle cooling branch 3 is P4, and the cooling power of thebattery cooling branch 4 is P−P4. If the intra-vehicle temperature hasreached the set temperature, cooling of the battery 6 is preferentiallysatisfied, and the cooling power of the battery cooling branch 4 isincreased by P3.

If P1≤P2, the vehicle-mounted air conditioner controller maintains thepower of the compressor unchanged, or reduces the power of thecompressor, or reduces the opening degree of the second expansion valve42, or reduces the rotational speed of the pump 51, so that the coolingpower of the battery cooling branch 4 is reduced.

When the temperature adjustment system operates in the heating mode, apower difference between P1 and P2 is P3, that is, P1−P2=P3. If P1>P2,the battery heat management controller controls the heating power of theheater 53 to be increased by P3, and increases the rotational speed ofthe pump 51. If P1≤P2, the battery heat management controller maycontrol the power of the heater 53 to be kept unchanged, or reduce thepower of the heater 53 by P3, to save electric energy, or reduce therotational speed of the pump 51.

If the temperature of the battery 6 is still higher than 35° C. afterthe cooling function has been turned on for the preset time, forexample, 1 hour, the cooling power of the battery is increased. If theaverage temperature of the battery is still less than 10° C. after theheating function has been turned on for 1 hour, the battery heatmanagement controller may properly increase the power of the heater 53.

If a single compressor 1 cannot satisfy the power required for coolingthe battery 6, a plurality of compressors 1 may be set to provide thecooling power to the battery 6. For example, there are usually 4compressors on a bus. In this case, the 4 compressors may be all usedfor providing the cooling power to the battery 6.

According to an embodiment of the present disclosure, there are aplurality of compressors 1 used for providing the refrigerant to thebattery, there are a plurality of intra-vehicle cooling branches 3 and aplurality of battery cooling branches 4, and the controller is furtherconfigured to determine, according to the required power P1 of thebattery and a maximum refrigerating power P of each compressor, aquantity of to-be-started compressors, and control, when the temperatureadjustment system is in the cooling mode, the corresponding quantity ofcompressors 1 to start.

Specifically, when there are a plurality of compressors 1,correspondingly, there are a plurality of intra-vehicle cooling branches3 and a plurality of battery cooling branches 4. For example, when thereare two compressors 1 for providing the refrigerant to the battery 6,there are two intra-vehicle cooling branches 3 and two battery coolingbranches 4, and the temperature adjustment system enters the coolingmode, the controller obtains the required power P1 of the battery 6. Ifthe required power P1 of the battery 6 is less than or equal to themaximum refrigerating power of a single compressor 1, the controllercontrols one compressor 1 to start. If the required power P1 of thebattery 6 is greater than the maximum refrigerating power of a singlecompressor 1, the controller controls two compressors 1 to startsimultaneously and operate, to satisfy a temperature reductionrefrigerating power requirement of the battery 6.

An operating principle in a case in which there are a plurality ofcompressors 1 is the same as the foregoing case in which there is onecompressor 1. To avoid redundancy, details are not described hereinagain.

The temperature adjustment system for a vehicle-mounted batteryaccording to this embodiment of the present disclosure may preciselycontrol the heating power and the cooling power of the battery accordingto an actual status of the battery, and adjust the temperature of thebattery when the temperature is excessively high or excessively low, sothat the temperature of the battery is maintained within a preset range,to avoid a case of affecting performance of the vehicle-mounted batterybecause of the temperature.

FIG. 6 is a flowchart of a temperature adjustment method for avehicle-mounted battery according to a first embodiment of the presentdisclosure. As shown in FIG. 6, the temperature adjustment method for avehicle-mounted battery includes the following steps:

S1. Obtain a required power P1 used for performing temperatureadjustment on a battery.

As shown in FIG. 7, in this embodiment of the present disclosure, theobtaining a required power used for performing temperature adjustment ona battery specifically includes the following steps:

S11. Obtain a first parameter when enabling temperature adjustment onthe battery, and generate a first required power according to the firstparameter.

S12. Obtain a second parameter when enabling temperature adjustment onthe battery, and generate a second required power according to thesecond parameter.

S13. Generate the required power P1 according to the first requiredpower and the second required power.

According to an embodiment of the present disclosure, the firstparameter includes an initial temperature when enabling temperatureadjustment on the battery, the target temperature, and a target time tfor reaching the target temperature from the initial temperature, andthe generating a first required power according to the first parameterspecifically includes: obtaining a first temperature difference ΔT₁between the initial temperature and the target temperature; andgenerating the first required power P1 according to the firsttemperature difference ΔT₁ and the target time t.

According to an embodiment of the present disclosure, the first requiredpower is generated through the following formula (1):

ΔT₁*C*M/t  (1)

where ΔT₁ is the first temperature difference between the initialtemperature and the target temperature, t is the target time, C is aspecific heat capacity of the battery, and M is a mass of the battery.

According to an embodiment of the present disclosure, the secondparameter is an average current I of the battery within a preset time,and the second required power is generated through the following formula(2):

I²*R  (2)

where I is the average current, and R is an internal resistance of thebattery.

S2. Obtain an actual power P2 used for performing temperature adjustmenton the battery.

According to an embodiment of the present disclosure, as shown in FIG.7, the obtaining an actual power used for performing temperatureadjustment on the battery specifically includes the following steps:

S21. Obtain an inlet temperature and an outlet temperature of a flowpath used for adjusting the temperature of the battery, and obtain aflow velocity v at which a cooling liquid flows into the flow path.

S22. Generate a second temperature difference ΔT₂ according to the inlettemperature and the outlet temperature.

S23. Generate the actual power P2 according to the second temperaturedifference ΔT₂ and the flow velocity v.

According to an embodiment of the present disclosure, the actual powerP2 is generated through the following formula (3):

ΔT₂*C*m  (3)

where ΔT₂ is the second temperature difference, C is a specific heatcapacity of the battery, and m is a mass of the cooling liquid flowingthrough a cross section of the flow path within a unit time, wherem=v*ρ*s, v is a flow velocity of the cooling liquid, ρ is a density ofthe cooling liquid, and s is a cross-sectional area of the flow path.

Additionally, the flow velocity sensor may alternatively be replacedwith a flow sensor, where m=Q*ρ, and Q is a flow, measured by the flowsensor, of the cooling liquid flowing through a cross section of theflow path within a unit time.

S3. Adjust a temperature of the battery according to the required powerP1 and the actual power P2.

In this embodiment of the present disclosure, the temperature of thebattery is adjusted within the target time according to the requiredpower P1 and the actual power P2, to reach the target temperature.

Specifically, after the vehicle is powered on, a controller determineswhether temperature adjustment needs to be performed on the battery, andwhen it is determined that temperature adjustment needs to be performedon the battery, the controller obtains the initial temperature (that is,current temperature) of the battery, the target temperature, and thetarget time t for reaching the target temperature from the initialtemperature, where the target temperature and the target time t may bepreset according to an actual situation of the vehicle-mounted battery,and then the first required power is calculated according to the formula(1). Moreover, the controller obtains the average current I of thebattery within the preset time, and calculates the second required poweraccording to the formula (2). Then, the controller calculates therequired power P1 (that is, the required power for adjusting thetemperature of the battery to the target temperature) according to thefirst required power and the second required power through the batterymanagement controller. Moreover, the controller obtains an inlettemperature and an outlet temperature of the battery and flow velocityinformation, and calculates the actual power P2 according to the formula(3). Finally, the controller controls a compressor or a heater accordingto the required power P1 and the actual power P2 to run at a differentpower. Therefore, the control method may precisely control the timerequired for temperature adjustment on the battery, and the actual powerof the battery is adjustable in real time, so that it may be ensuredthat the temperature adjustment on the vehicle-mounted battery iscompleted within the target time, thereby maintaining the temperature ofthe vehicle-mounted battery within a preset range, and avoiding a caseof affecting performance of the vehicle-mounted battery because of thetemperature.

According to an embodiment of the present disclosure, as shown in FIG.8, the foregoing temperature adjustment method for a vehicle-mountedbattery may further include the following steps: Detect the temperatureof the battery; and determine whether the temperature is greater than afirst temperature threshold or is less than a second temperaturethreshold (S10 and S20). The controller controls the temperatureadjustment system to enter a cooling mode when the temperature of thebattery is greater than the first temperature threshold (S30). The firstpreset temperature threshold may be preset according to an actualsituation, for example, may be 40° C. Further determine whether thetemperature of the battery is less than the second temperature thresholdwhen the temperature of the battery is less than or equal to the firsttemperature threshold; and the controller controls the temperatureadjustment system to enter a heating mode when the temperature of thebattery is less than the second temperature threshold (S40 and S50). Thesecond preset temperature threshold may be preset according to an actualsituation, for example, may be 0° C.

Specifically, after the vehicle is powered on, the temperature of thebattery is detected in real time and determining is performed. If thetemperature of the battery is higher than 40° C., it indicates that thetemperature of the battery is excessively high in this case. To preventthe high temperature from affecting performance of the battery, thecontroller needs to perform temperature reduction processing on thebattery, and the controller controls the temperature adjustment systemto enter the cooling mode, and controls the compressor to start, so thatthe cooling liquid performs heat exchange with the battery to reduce thetemperature of the battery. If the temperature of the battery is lessthan 0° C., it indicates that the temperature of the battery isexcessively low in this case. To prevent the low temperature fromaffecting performance of the battery, temperature increase processingneeds to be performed on the battery, the temperature adjustment systemis controlled through the battery management controller to enter theheating mode, and the heater is controlled through the battery heatmanagement controller to be turned on, to provide the heating power. Itmay be understood that, the performing temperature adjustment on thebattery 6 according to the required power P1 and the actual power P2 ofthe battery may precisely control the time required for temperatureadjustment on the battery, and P2 is adjustable in real time, so that itmay be ensured that the temperature adjustment on the battery iscompleted within the target time t. Moreover, it is easy to obtain therequired power P1 and the actual power P2.

It can be known from the foregoing embodiment that, P1 is formed by twoparts. Using cooling on the battery as an example, when the batteryneeds to be cooled, if the initial temperature of the battery is 45° C.,and the target temperature for cooling the battery is 35° C., heat thatneeds to be dissipated when the battery is cooled from 45° C. to 35° C.is fixed, and may be directly calculated through the formula (1), thatis, ΔT₁*C*M/t, where ΔT₁ is the first temperature difference between theinitial temperature and the target temperature, t is the target time, Cis a specific heat capacity of the battery, and M is a mass of thebattery. Moreover, a discharging and charging process exists in thecooling process of the battery, and this process generates heat. Thispart of heat may alternatively be directly obtained by detecting thecurrent, and the current heating power, that is, the second requiredpower of the battery is directly calculated through the formula (3),that is, I²*R, where I is the average current, and R is an internalresistance of the battery. One of key points of the present disclosureis that the cooling time is adjustable, and a cooling completion timemay be precisely determined, and is set based on the target time t (tmay be changed according to a user requirement or an actual designsituation of the vehicle) in the present disclosure. After the targettime t required for cooling completion is determined, the currentrequired power P1 required for cooling the battery may be predicted,that is, P1=ΔT₁*C*M/t+I²*R. If the heating function is started, therequired power P1=ΔT₁*C*M/t−I²*R, that is, when the battery is in aheating process, a larger discharging or charging current of the batteryindicates a smaller required heating power, that is, required power P1.

Because a discharging or charging current of the battery is changed,I²*R is changed. Therefore, to better ensure accuracy of the coolingtime, the cooling power also needs to change as the current averagedischarging or charging current of the battery changes. If thevehicle-mounted air conditioner cools the battery and the compartmentsimultaneously, when the discharging current of the battery isrelatively small, I²*R is reduced. In this case, the vehicle-mounted airconditioner may allocate more refrigerating power to the compartment, sothat the compartment reaches a set air temperature more quickly.Moreover, when the discharging or charging current of the battery isrelatively large, I²*R is relatively large. In this case, thevehicle-mounted air conditioner may allocate more refrigerating power tothe battery. Through such adjustment, the time required for cooling thebattery is always accurate, and moreover the refrigerating power of thevehicle-mounted air conditioner may be used more efficiently andproperly, so that it is unnecessary to configure an air conditionerhaving a relatively large cooling power, which causes waste of therefrigerating power.

The battery cooling time is affected by the cooling efficiency. Thecooling efficiency is affected by an external ambient temperature andthe current temperature of the battery, and efficiency of thetemperature adjustment system is continuously changed in a batterycooling process. Therefore, the cooling efficiency cannot be 100%. As aresult, the time required for cooling the battery cannot be accuratelyadjusted according to only the required power P1, and it is necessary todetect the actual power P2 of the battery. In the present disclosure,the actual power P2 of the battery may be calculated through the formula(3), that is, ΔT₂*C*m. P2 may alternatively be calculated through theactual cooling power P2 of the battery, that is, through the formula(4), that is, ΔT3*C*ml, where ΔT3 is a temperature change of the batterywithin a period of time, C is a specific heat capacity of the battery,and ml is a mass of the battery. However, because the mass of thebattery is relatively large, a temperature change within a unit time isnot evident, and a temperature difference can be detected in need of arelatively long time, which does not meet a real-time performancerequirement. Therefore, the actual power P2 is usually calculatedaccording to the formula (3).

Due to the effect of the cooling efficiency, it is quite difficult forthe actual power P2 to be completely equal to the required power P1. Tomake the target time t for cooling the battery more accurate, adjustmentneeds to be performed in real time according to a power differencebetween the required power P1 and the actual power P2, to ensure thatthe required power P1 of the battery is equal to the actual power P2 ofthe battery.

How to adjust the temperature of the battery according to the requiredpower P1 and the actual power P2 is described below with reference tospecific embodiments.

According to an embodiment of the present disclosure, when the currentoperating mode of the temperature adjustment system is the cooling mode,as shown in FIG. 9, the adjusting the temperature of the batteryaccording to the required power P1 and the actual power P2 specificallyincludes the following steps:

S31. Determine whether the required power P1 is greater than the actualpower P2.

S32. Obtain a power difference between the required power P1 and theactual power P2 if the required power P1 is greater than the actualpower P2, and increase, according to the power difference, a power of acompressor used for cooling the battery.

S33. Reduce the power of the compressor or keep the power of thecompressor unchanged if the required power is less than or equal to theactual power.

Specifically, when the temperature adjustment system enters the coolingmode, the power of the compressor 1 is adjusted according to therequired power P1 and the actual power P2. If the required power P1 isgreater than the actual power P2, it indicates that if the compressorruns according to the current power, the temperature of the batterycannot be reduced to the target temperature within the target time t.Therefore, the controller continues to obtain a power difference betweenthe required power P1 and the actual power P2, and increases the powerof the compressor according to the power difference, and a larger powerdifference between the required power P1 and the actual power P2indicates larger increase of the power of the compressor, so that thetemperature of the battery is reduced to the target temperature withinthe preset time. If the required power P1 is less than or equal to theactual power P2, the power of the compressor may be kept unchanged or beproperly reduced. When the temperature of the battery is less than 35°C., cooling on the battery is completed, and information about turningoff a temperature adjustment function is sent to the vehicle-mounted airconditioner through CAN communication. If the temperature of the batteryis still higher than 35° C. after the temperature adjustment system hasentered the cooling mode for a relatively long time, for example, 1hour, the controller properly increases the power of the compressor, sothat the battery completes temperature reduction as soon as possible.

According to an embodiment of the present disclosure, as shown in FIG.9, when the current operating mode of the temperature adjustment systemis the heating mode, the adjusting the temperature of the batteryaccording to the required power and the actual power specificallyincludes the following steps:

S34. Determine whether the required power P1 is greater than the actualpower P2.

S35. Obtain a power difference between the required power P1 and theactual power P2 if the required power P1 is greater than the actualpower P2, and increase, according to the power difference, a power of aheater used for heating the battery.

S36. Keep the power of the heater unchanged if the required power P1 isless than or equal to the actual power P2.

Specifically, when the temperature adjustment system enters the heatingmode, the heater is turned on, and the controller adjusts the power ofthe heater according to the required power P1 and the actual power P2.If the required power P1 is greater than the actual power P2, itindicates that if the heater performs heating according to the currentpower, the temperature of the battery cannot be increased to the targettemperature within the preset time. Therefore, the controller continuesto obtain a power difference between the required power P1 and P2, andincreases the power of the heater according to the power difference,where a larger difference between the required power P1 and the actualpower P2 indicates larger increase of the power of the heater. The powerof the heater may be kept unchanged if the required power P1 is lessthan or equal to the actual power P2. When the temperature of thebattery is higher than a preset temperature, for example, 10° C.,heating on the battery is completed, and the battery managementcontroller sends information about turning off a temperature adjustmentfunction to the battery heat management controller through CANcommunication, and controls the heater 53 to be turned off. If thetemperature of the battery is still lower than 10° C. after thetemperature adjustment system has entered the heating mode for arelatively long time, for example, 1 hour, the controller properlyincreases the power of the heater, so that the battery completestemperature increase as soon as possible.

According to an embodiment of the present disclosure, as shown in FIG.10, the foregoing temperature adjustment method for a vehicle-mountedbattery may further include the following steps:

S37. Reduce a rotational speed of a pump or keep the rotational speed ofthe pump unchanged if the required power P1 is less than or equal to theactual power P2.

S38. Increase the rotational speed of the pump if the required power P1is greater than the actual power P2.

Specifically, when the temperature adjustment system enters the heatingmode or refrigerating mode, if the required power P1 is less than orequal to the actual power P2, the controller controls the rotationalspeed of the pump to be reduced, to save electric energy, or therotational speed of the pump is kept unchanged. If the required power P1is greater than the actual power P2, in addition to controlling thepower of the heater or the compressor to be increased, the controllerfurther controls the rotational speed of the pump to be increased, sothat a mass of the cooling liquid flowing through a cross section of thecooling flow path within a unit time may be increased, therebyincreasing the actual power P2, to implement temperature adjustment onthe battery within the target time.

According to an embodiment of the present disclosure, when there are aplurality of compressors used for providing a refrigerant to thebattery, the foregoing method may further include: determining aquantity of to-be-started compressors according to the required power P1and a maximum refrigerating power of each compressor; and controlling,in a cooling mode, a corresponding quantity of compressors to start.

The determining a quantity of to-be-started compressors according to therequired power P1 and a maximum refrigerating power of each compressorspecifically includes: determining whether the required power P1 of thebattery is greater than a maximum refrigerating power of a singlecompressor; and controlling, if the required power is greater than themaximum refrigerating power of the single compressor, the plurality ofcompressors to start simultaneously.

For example, when there are two compressors 1 for providing therefrigerant to the battery, and the temperature adjustment system entersthe refrigerating mode, a quantity of to-be-started compressors isdetermined according to the required power P1 and the maximumrefrigerating power of each compressor. If the required power P1 is lessthan or equal to the maximum refrigerating power of a single compressor,one compressor is controlled to start. If the required power P1 fortemperature adjustment is greater than the maximum refrigerating powerof a single compressor, two compressors are controlled to startsimultaneously and operate, to satisfy a temperature reductionrefrigerating power requirement of the battery.

It should be noted that, in this embodiment of the present disclosure,the battery may be a single battery pack (formed by a plurality ofsingle cells), or may be formed by connecting a plurality of batterypacks in series, in parallel or in series and parallel. When the batteryincludes a plurality of battery packs connected in parallel, temperatureadjustment power allocation needs to be performed between the batterypacks, and the power allocation needs to be performed through a valve.

In conclusion, when the temperature adjustment system operates in therefrigerating mode, if a sum of the required power P1 of the battery andan intra-vehicle cooling required power P4 is less than a maximumrefrigerating power P of the compressor, that is, P1+P4≤P5, thecontroller controls the compressor to run according to the refrigeratingpower P1+P4. If P1+P4>P, whether the temperature of the battery isgreater than a set temperature (for example, 45° C.) is determined. Ifthe temperature of the battery is greater than 45° C., the controllerpreferentially provides the cooling power to the battery, and controlsthe compressor to run according to the maximum refrigerating power, thecooling power of the battery cooling branch is equal to the requiredpower P1 of the battery by controlling the flow of the cooling medium onthe battery cooling branch and the intra-vehicle cooling branch, and thepower P4 of the intra-vehicle cooling branch is equal to P minus P1. Ifit is determined that the temperature of the battery is not greater than45° C., and the intra-vehicle temperature has not reached the settemperature, the controller preferentially provides the cooling power tothe inside of the vehicle, and controls the compressor to run accordingto the maximum refrigerating power, the cooling power of theintra-vehicle cooling branch is P4, and the cooling power of the batterycooling branch is P−P4. If it is determined that the temperature of thebattery is not greater than 45° C., and the intra-vehicle temperaturehas not reached the set temperature, the controller preferentiallyprovides the cooling power to the inside of the vehicle, and controlsthe compressor 1 to run according to the maximum refrigerating power,the cooling power of the intra-vehicle cooling branch is P4, and thecooling power of the battery cooling branch is P−P4. If theintra-vehicle temperature has reached the set temperature, thecontroller preferentially satisfies cooling of the battery.

When P1 of the battery is greater than P2, and a power of the batterythat needs to be adjusted is P3 (P3=P1−P2), if P1+P4+P3≤P5, thecompressor 1 needs to add a refrigerating power of P3, and P1 may beequal to P2 by increasing the flow of the cooling medium on the batterycooling branch and/or increasing the rotational speed of the pump. IfP1+P4+P3>P, the controller determines whether the temperature of thebattery is greater than a set temperature, for example, the settemperature may be 45° C. If the temperature of the battery is greaterthan 45° C., the controller preferentially provides the cooling power tothe battery, and controls the compressor to run according to the maximumrefrigerating power, the cooling power of the battery cooling branch isincreased, and the cooling power of the intra-vehicle cooling branch isreduced. If it is determined that the temperature of the battery is notgreater than 45° C., and the intra-vehicle temperature has not reachedthe set temperature, the cooling power is preferentially provided to theinside of the vehicle, the compressor is controlled, through thevehicle-mounted air conditioner controller, to run according to themaximum refrigerating power, the cooling power of the intra-vehiclecooling branch is P4, and the cooling power of the battery coolingbranch is P−P4. If the intra-vehicle temperature has reached the settemperature, the controller preferentially satisfies cooling of thebattery, and the cooling power of the battery cooling branch isincreased by P3.

If P1≤P2, the power of the compressor is maintained unchanged, or thepower of the compressor is reduced, or the flow of the cooling medium onthe battery cooling branch is reduced, or the rotational speed of thepump is reduced, so that the cooling power of the battery cooling branchis reduced.

When the temperature adjustment system operates in the heating mode, apower difference between P1 and P2 is P3, that is, P1−P2=P3. If P1>P2,the controller controls the heating power of the heater to be increasedby P3, and increases the rotational speed of the pump. If P1≤P2, thepower of the heater may be kept unchanged, or the power of the heatermay be reduced by P3, to save electric energy, or the rotational speedof the pump may be reduced through the battery heat managementcontroller.

If the temperature of the battery is still higher than 35° C. after thecooling function has been turned on for the preset time, for example, 1hour, the controller increases the cooling power of the battery. If theaverage temperature of the battery is still less than 10° C. after theheating function has been turned on for 1 hour, the controller mayproperly increase the power of the heater.

In the temperature adjustment method for a vehicle-mounted batteryaccording to this embodiment of the present disclosure, the requiredpower used for performing temperature adjustment on the battery is firstobtained; then the actual power used for performing temperatureadjustment on the battery is obtained; and finally the temperature ofthe battery is adjusted within the target time according to the requiredpower and the actual power, to reach the target temperature. Therefore,the method may precisely control a temperature adjustment time of thebattery, and the actual power of the battery is adjustable in real time,so that it may be ensured that a heating power and a cooling power ofthe vehicle-mounted battery may be precisely controlled according to anactual status of the vehicle-mounted battery within the target time,thereby adjusting the temperature of the vehicle-mounted battery whenthe temperature is excessively high or excessively low, maintaining thetemperature of the vehicle-mounted battery within a preset range, andavoiding a case of affecting performance of the vehicle-mounted batterybecause of the temperature.

Moreover, the present disclosure further proposes a non-transientcomputer readable storage medium, storing a computer program, where whenthe program is executed by a processor, the foregoing temperatureadjustment method for a vehicle-mounted battery is implemented.

In the non-transient computer readable storage medium according to thisembodiment of the present disclosure, the required power used forperforming temperature adjustment on the battery is first obtained; thenthe actual power used for performing temperature adjustment on thebattery is obtained; and finally the temperature of the battery isadjusted within the target time according to the required power and theactual power, to reach the target temperature. Therefore, the method mayprecisely control a temperature adjustment time of the battery, and theactual power of the battery is adjustable in real time, so that it maybe ensured that a heating power and a cooling power of thevehicle-mounted battery may be precisely controlled according to anactual status of the vehicle-mounted battery within the target time,thereby adjusting the temperature of the vehicle-mounted battery whenthe temperature is excessively high or excessively low, maintaining thetemperature of the vehicle-mounted battery within a preset range, andavoiding a case of affecting performance of the vehicle-mounted batterybecause of the temperature.

When there are a plurality of batteries 6 in a vehicle, and theplurality of batteries 6 are connected in parallel, for example, thereare two batteries 6 respectively being a first battery 61 and a secondbattery 62, as shown in FIG. 11, a temperature adjustment system for avehicle-mounted battery includes: a compressor 1, a condenser 2, abattery cooling branch 4, and a battery temperature adjustment module 5.

The condenser 2 is connected to the compressor 1, and the batterycooling branch 4 is connected between the compressor 1 and the condenser2. The battery temperature adjustment module 5 is connected to theplurality of batteries 6 connected in parallel and the battery coolingbranch 4, obtains required powers P1 and actual powers P2 of theplurality of batteries connected in parallel, and adjusts, according tothe required powers P1 and the actual powers P2 of the plurality ofbatteries connected in parallel, temperatures of the plurality ofbatteries connected in parallel respectively.

According to an embodiment of the present disclosure, the adjusting,according to the required powers P1 and the actual powers P2 of theplurality of batteries connected in parallel, temperatures of theplurality of batteries connected in parallel respectively specificallyincludes: adjusting, within a target time t according to the requiredpowers P1 and the actual powers P2 of the plurality of batteriesconnected in parallel, the temperatures of the plurality of batteriesconnected in parallel respectively, to reach a target temperature.

That is to say, when the battery temperature adjustment module 5performs temperature adjustment on each battery 6 according to P1 and P2of each battery, it may be ensured that a heating power and a coolingpower of the vehicle-mounted battery are precisely controlled accordingto an actual status of each battery 6 within the target time t, therebyadjusting the temperature of the vehicle-mounted battery when thetemperature is excessively high or excessively low.

When the intra-vehicle temperature is excessively high, an intra-vehiclecooling function is started, a flowing direction of the cooling liquidis: the compressor 1—the condenser 2—the intra-vehicle cooling branch3—the compressor 1. When the temperature of the first battery 61 isexcessively high, a battery cooling function is started, and flowingdirections of the cooling liquid in the first duct and the second ductare: the compressor 1—the condenser 2—the battery cooling branch 4—thecompressor 1; and the battery cooling branch 4—the battery temperatureadjustment module 5—the first battery 61—the battery temperatureadjustment module 5—the battery cooling branch 4. When the temperatureof the second battery 62 is excessively high, flowing directions of thecooling liquid in the first duct and the second duct are: the compressor1—the condenser 2—the battery cooling branch 4—the compressor 1; and thebattery cooling branch 4—the battery temperature adjustment module 5—thesecond battery 62—the battery temperature adjustment module 5—thebattery cooling branch 4.

The battery temperature adjustment module 5 has a refrigerating powerprovided by the vehicle-mounted air conditioner, and shares arefrigerating capacity with an intra-vehicle refrigerating system,thereby reducing the volume of the temperature adjustment system, andmaking allocation of the flow of the cooling liquid more flexible.Therefore, the heating power and the cooling power of each battery maybe precisely controlled according to an actual status of each battery,thereby adjusting the temperature of the vehicle-mounted battery whenthe temperature is excessively high or excessively low, maintaining thetemperature of the vehicle-mounted battery is maintained within a presetrange, and avoiding a case of affecting performance of thevehicle-mounted battery because of the temperature.

According to an embodiment of the present disclosure, as shown in FIG.4, a battery cooling branch 4 may include a heat exchanger 41, the heatexchanger 41 includes a first duct and a second duct, the second duct isconnected to a battery temperature adjustment module 5, and the firstduct is in communication with a compressor 1, where the first duct andthe second duct are adjacently disposed independent of each other.

The battery temperature adjustment module 5 may include: a flow path ofadjusting the temperature of the battery (not specifically shown in thefigure), where the flow path is disposed in the battery 6; and a pump51, a medium container 52, a heater 53, and a controller (notspecifically shown in the figure) that are connected between the flowpath and the heat exchanger 41. The controller obtains required powersP1 for a plurality of batteries 6 connected in parallel and actualpowers P2 of the batteries respectively, and adjusts a temperature ofeach battery 6 according to the required power P1 and the actual powerP2 of each battery. The intra-vehicle cooling branch 3 may include: anevaporator 31, a first expansion valve 32, and a first electronic valve33. The battery cooling branch 4 may further include a second expansionvalve 42 and a second electronic valve 43.

It may be understood that, the battery cooling branch 4 mayalternatively be not provided with the heat exchanger 41, and a coolingmedium flows in the battery cooling branch 4 without the heat exchanger41. If the battery cooling branch 4 is provided with the heat exchanger41, a cooling medium flows in the first duct in the battery coolingbranch 4, a cooling liquid flows in the second duct, and a coolingmedium flows in the intra-vehicle cooling branch.

According to an implementation example of the present disclosure, asshown in FIG. 11, the battery temperature adjustment module 5 furtherincludes a first temperature sensor 55 disposed on an inlet of the flowpath, a second temperature sensor 56 disposed on an outlet of the flowpath, and a flow velocity sensor 57. It may be understood that,locations of the inlet and the outlet of the flow path are not absolute,but are determined according to steering of the pump 51.

According to an embodiment of the present disclosure, controllers mayinclude a battery management controller, a battery heat managementcontroller, and a vehicle-mounted air conditioner controller. Thebattery heat management controller may be electrically connected to thepump 51, the first temperature sensor 51, the second temperature sensor52, and the flow velocity sensor 57, and obtain actual powers P2 of aplurality of batteries connected in parallel and control the rotationalspeed of the pump 51 according to a specific heat capacity of a mediumand a density of the medium. The battery heat management controller mayfurther control, by control an opening degree of a valve 58, the flow ofthe cooling liquid in the cooling loop of the first battery 61 and thecooling loop of the second battery 62, thereby adjusting the coolingpower allocation of the cooling loop of the first battery 61 and thecooling loop of the second battery 62. The battery management controllercollects a current flowing through a battery and a temperature of thebattery, obtains a required power P1 according to a target temperatureof the battery, a target time t, a specific heat capacity C of thebattery, a mass M of the battery, and an internal resistance R of thebattery, and controls the vehicle-mounted air conditioner controller tostart or stop operating. The vehicle-mounted air conditioner controlleris electrically connected to the compressor 1, the expansion valve andthe electronic valve to control the power P of the compressor and on/offof the expansion valve and the electronic valve according to therequired power P1 obtained by the battery management controller and theactual power P2 obtained by the battery heat management controller, tocontrol a heat exchange amount.

It should be understood that, the battery management controller mayinclude, for example, a DSP chip having a battery management function.The battery heat management controller may include, for example, a DSPchip having a battery heat management function. The vehicle-mounted airconditioner controller may include, for example, a vehicle-mounted airconditioner DSP chip.

The heat exchanger 41 may be a plate heat exchanger, and the plate heatexchanger may be installed in the vehicle-mounted air conditioner, sothat the entire refrigerant loop is in the vehicle-mounted airconditioner, to facilitate pre-delivery commissioning of thevehicle-mounted air conditioner; and the vehicle-mounted air conditionermay be individually supplied and assembled, and moreover, thevehicle-mounted air conditioner only needs to be filled with therefrigerant once in an installing process.

The cooling liquid flows into the battery 6 from the inlet of the flowpath, and flows out from the outlet of the flow path, therebyimplementing heat exchange between the battery 6 and the cooling liquid.

The pump 51 is mainly used for providing power, and the medium container52 is mainly used for storing the cooling liquid and receiving thecooling liquid added to the temperature adjustment system. When thecooling liquid in the temperature adjustment system is reduced, thecooling liquid in the medium container 52 may be automaticallysupplemented. The heater 53 may be a positive temperature coefficient(PTC) heater, generally referring to a semiconductor material orcomponent whose positive temperature coefficient is quite large, mayperform controller area network (CAN) communication with the batteryheat management controller, to provide a heating power to thetemperature adjustment system for a vehicle-mounted battery, and iscontrolled by the battery heat management controller. That is to say,the heater 53 is not in direct contact with the battery 6, to haverelatively high safety, reliability, and practicability.

The first temperature sensor 55 is used for detecting the temperature ofthe cooling liquid on the inlet of the flow path, and the secondtemperature sensor 56 is used for detecting the temperature of thecooling liquid on the outlet of the flow path. The flow velocity sensor57 is used for detecting flow velocity information of the cooling liquidin the duct of the temperature adjustment system. The first electronicvalve 33 is used for controlling opening and closing of theintra-vehicle cooling branch 3, and the first expansion valve 32 may beused for controlling the flow of the cooling liquid in the intra-vehiclecooling branch 3. The second electronic valve 43 is used for controllingopening and closing of the battery cooling branch 4, and the secondexpansion valve 42 may be used for controlling the flow of the coolingliquid in the battery cooling branch 4. A valve 58 is further disposedon an inlet of a flow path of each battery 6. The battery heatmanagement controller may control, according to P1 and P2 correspondingto each battery 6 by controlling the valve 58, the flow of the coolingliquid flowing into each battery 6, thereby precisely controlling theheating power/refrigerating power of each battery 6. According to anembodiment of the present disclosure, the vehicle-mounted airconditioner controller is further configured to generate a totalrequired power Pz according to required powers P1 of a plurality ofbatteries connected in parallel, and determine whether the totalrequired power Pz matches the maximum refrigerating power P of thevehicle-mounted air conditioner. If matching, the vehicle-mounted airconditioner controller cools, according to the required powers P1 of theplurality of batteries connected in parallel, the plurality of batteries6 connected in parallel. If not matching, the vehicle-mounted airconditioner controller cools, according to the maximum refrigeratingpower P of the air conditioner and the required powers P1 of theplurality of batteries connected in parallel, the plurality of batteries6 connected in parallel.

Specifically, as shown in FIG. 11, the vehicle-mounted air conditionercontroller may calculate the total required power Pz of the entiretemperature adjustment system according to the required powers P1 of allof the batteries, that is, obtain the total required power Pz by addingthe required powers P1 of all of the batteries. Then, whether Pz matchesthe maximum refrigerating power P of the vehicle-mounted air conditioneris determined according to the total required power Pz, that is, whetherPz is less than or equal to P is determined. If yes, the vehicle-mountedair conditioner controller cools each battery according to the requiredpower P1 of each battery by controlling the power of the compressor 1,and moreover the battery heat management controller adjusts the coolingpower of the first battery 61 and the cooling power of the secondbattery 62 according to a cooling required power of the first battery 61and a cooling required power of the second battery 62 by controlling theopening degree of the valve 58. If Pz does not match the maximumrefrigerating power P of the vehicle-mounted air conditioner, that is,Pz is greater than P, the vehicle-mounted air conditioner controls thecompressor 1 to operate at the maximum refrigerating power P, andmoreover the battery heat management controller allocates the flow ofthe cooling liquid in proportion according to the maximum refrigeratingpower P of the air conditioner and the required power P1 of each batteryby adjusting the opening degree of the valve 58, thereby completingtemperature reduction on each battery 6 at maximum efficiency.

How does the battery temperature adjustment module 5 obtain the requiredpower P1 and the actual power P2 of each battery 6 is described belowwith reference to specific embodiments.

According to an embodiment of the present disclosure, the batterymanagement controller may be configured to: obtain a first parameterwhen enabling temperature adjustment on each battery, and generate afirst required power of each battery according to the first parameter;obtain a second parameter when enabling temperature adjustment on eachbattery, and generate a second required power of each battery accordingto the second parameter; and generate the required power P1 of eachbattery according to the first required power of each battery and thesecond required power of each battery.

According to an embodiment of the present disclosure, the firstparameter includes an initial temperature when enabling temperatureadjustment on the battery 6, the target temperature, and the target timet for reaching the target temperature from the initial temperature, andthe battery management controller obtains a first temperature differenceΔT₁ between the initial temperature and the target temperature, andgenerates the first required power according to the first temperaturedifference ΔT₁ and the target time t.

The battery management controller generates the first required powerthrough the following formula (1):

ΔT₁*C*M/t  (1)

where ΔT₁ is the first temperature difference between the initialtemperature and the target temperature, t is the target time, C is aspecific heat capacity of the battery 6, and M is a mass of the battery6.

The second parameter is an average current I of each battery 6 within apreset time, and the battery management controller generates the secondrequired power through the following formula (2):

I²*R  (2)

where I is the average current, and R is an internal resistance of thebattery 6.

When the battery 6 is cooled, P1=ΔT₁*C*M/t+I²*R; and when the battery 6is heated, P1=ΔT₁*C*M/t−I²*R.

According to an embodiment of the present disclosure, the battery heatmanagement controller generates a second temperature difference ΔT₂according to an inlet temperature detected by the first temperaturesensor 55 and an outlet temperature detected by the second temperaturesensor 56, and generates the actual power P2 of each battery accordingto the second temperature difference ΔT₂ of each battery and a flowvelocity v that is detected by the flow velocity sensor 57.

According to an embodiment of the present disclosure, the battery heatmanagement controller generates the actual power P2 through thefollowing formula (3):

ΔT₂*c*m  (3)

where ΔT₂ is the second temperature difference, c is a specific heatcapacity of the cooling liquid in the flow path, and m is a mass of thecooling liquid flowing through a cross section of the flow path within aunit time, where m=v*ρ*s, v is a flow velocity of the cooling liquid, ρis a density of the cooling liquid, and s is a cross-sectional area ofthe flow path.

Specifically, after the vehicle is powered on, the battery managementcontroller determines whether temperature adjustment needs to beperformed on the vehicle. If it is determined that temperatureadjustment needs to be performed on the vehicle, for example, thetemperature of the battery 6 is excessively high, the battery managementcontroller sends information about enabling a temperature adjustmentfunction to the vehicle-mounted air conditioner through CANcommunication. After enabling the temperature adjustment function, thevehicle-mounted air conditioner controller sends heat exchangeinformation to the battery heat management controller. Moreover, thevehicle-mounted air conditioner controller controls the secondelectronic valve 43 to be turned on, and the battery heat managementcontroller controls the pump 51 to begin operating at a defaultrotational speed (for example, a low rotational speed).

Moreover, the battery management controller obtains the initialtemperature (that is, current temperature) of each battery 6, the targettemperature, and the target time t for reaching the target temperaturefrom the initial temperature, where the target temperature and thetarget time t may be preset according to an actual situation, and thefirst required power of each battery is calculated according to theformula (1). Moreover, the battery management controller further obtainsthe average current I of each battery 6 within the preset time, and thesecond required power of each battery is calculated according to theformula (2). Then, the battery management controller calculates therequired power P1 (that is, the required power for adjusting thetemperature of each battery 6 to the target temperature within thetarget time) according to the first required power and the secondrequired power of the battery 6, where when the battery 6 is cooled,P1=ΔT₁*C*M/t+I²*R; and when the battery 6 is heated, P1=ΔT₁*C*M/t−I²*R.

Moreover, the battery heat management controller obtains temperatureinformation detected by the first temperature sensor 55 and the secondtemperature sensor 56 that are set corresponding to each battery, andobtains flow velocity information detected by each flow velocity sensor57, and the actual power P2 of each battery 6 is calculated according tothe formula (3).

Finally, the battery heat management controller controls, according tothe required power P1 and the actual power P2 corresponding to eachbattery 6 by controlling the valve 58, the flow of the cooling liquidflowing into each battery 6, thereby precisely controlling the heatingpower/refrigerating power of each battery 6. For example, if therequired power P1 of the first battery 61 is greater than the requiredpower P1 of the second battery 62, the battery heat managementcontroller may perform control to increase the opening degree of thevalve 58 of the loop in which the first battery 61 is located, andreduce the opening degree of the valve 58 of the loop in which thesecond battery 62 is located.

If the temperature of the battery 6 is relatively low, thevehicle-mounted air conditioner controller controls the secondelectronic valve 43 to be turned off, the battery heat managementcontroller controls the heater 53 to start, and the battery heatmanagement controller controls the heating power of the heater 53according to the required power P1 and the actual power P2, to increasethe temperature of the battery 6 to the target temperature within thetarget time t, thereby preventing an excessively high temperature fromaffecting operating performance of the battery 6. Therefore, it may beensured that the heating power and the cooling power of each battery areprecisely controlled according to an actual status of each batterywithin the target time, thereby adjusting the temperature of thevehicle-mounted battery when the temperature is excessively high orexcessively low.

Specifically, it can be known from the foregoing embodiment that, therequired power P1 is formed by two parts. Using the first battery 61 asan example, when the first battery 61 needs to be cooled, if the initialtemperature of the first battery 61 is 45° C., and the targettemperature is 35° C., heat that needs to be dissipated when the batteryis cooled from 45° C. to 35° C. is fixed, and may be directly calculatedthrough the formula (1), that is, ΔT₁*C*M/t. Moreover, a discharging andcharging process exists in the cooling process of the first battery 61,and this process generates heat. This part of heat may alternatively bedirectly obtained by detecting the average current I of the firstbattery, and the current heating power, that is, the second requiredpower of the first battery 61 is directly calculated through the formula(3), that is, I²*R. A cooling completion time of the present disclosureis set based on the target time t (t may be changed according to a userrequirement or an actual design situation of the vehicle). After thetarget time t required for cooling completion is determined, the currentrequired power P1 required for cooling the first battery 61 may bepredicted, that is, P1=ΔT₁*C*M/t+I²*R. If the heating function isstarted, the required power P1=ΔT₁*C*M/t−I²*R, that is, when the firstbattery 61 is in a heating process, a larger discharging or chargingcurrent of the first battery 61 indicates a smaller required heatingpower, that is, required power P1.

Because a discharging or charging current of the first battery 61 ischanged, I²*R is changed. Therefore, to better ensure accuracy of thecooling time, the cooling power also needs to change as the currentaverage discharging or charging current of the first battery 61 changes.If the vehicle-mounted air conditioner cools the first battery 61 andthe compartment simultaneously, when the discharging current of thefirst battery 61 is relatively small, I²*R is reduced. In this case, thevehicle-mounted air conditioner may allocate more refrigerating power tothe compartment, so that the compartment reaches a set air temperaturemore quickly. Moreover, when the discharging or charging current of thefirst battery 61 is relatively large, I²*R is relatively large. In thiscase, the vehicle-mounted air conditioner may allocate morerefrigerating power to the first battery 61. Through such adjustment,the time required for cooling the battery is always accurate, andmoreover the refrigerating power of the vehicle-mounted air conditionermay be used more efficiently and properly, so that it is unnecessary toconfigure a vehicle-mounted air conditioner having a relatively largecooling power, which causes waste of the refrigerating power.

The battery cooling time is affected by the cooling efficiency. Thecooling efficiency is affected by an external ambient temperature andthe current temperature of the first battery 61, and efficiency of thetemperature adjustment system is continuously changed in a batterycooling process. Therefore, the cooling efficiency cannot be 100%. As aresult, the time for cooling the first battery 61 cannot be accuratelyadjusted according to only P1, and it is necessary to detect the actualpower P2 of the first battery 61. In the present disclosure, the actualpower P2 of the first battery 61 may be calculated through the formula(3), that is, ΔT₂*c*m. P2 may alternatively be calculated through theactual cooling power of the battery, that is, through the formula (4),that is, ΔT3*C*ml, where ΔT3 is a temperature change of the firstbattery 61 within a period of time, C is a specific heat capacity of thefirst battery 61, and ml is a mass of the first battery 61. However,because the mass of the battery is usually relatively large, atemperature change within a unit time is not evident, and a temperaturedifference can be detected in need of a relatively long time. Therefore,the actual power P2 is usually calculated according to the formula (3).

When temperature adjustment needs to be performed on the second battery62, a manner of obtaining the required power P1 and the actual power P2thereof is the same as the foregoing principle of the first battery 61,and details are not described herein again.

Due to the effect of the cooling efficiency, it is quite difficult forthe actual power P2 to be completely equal to the required power P1. Tomake the target time t for cooling each battery 6 more accurate,adjustment needs to be performed in real time according to a powerdifference between the required power P1 and the actual power P2, toensure that the required power P1 of the battery 6 is equal to theactual power P2 of the battery.

How to adjust the temperature of each battery 6 according to therequired power P1 and the actual power P2 of each battery 6 is describedbelow with reference to specific embodiments.

According to an embodiment of the present disclosure, the controller isfurther configured to: detect temperatures of a plurality of batteriesconnected in parallel; control, when a temperature of at least one ofthe plurality of batteries 6 connected in parallel is greater than afirst temperature threshold, the temperature adjustment system to entera cooling mode; and control, when a temperature of at least one of theplurality of batteries 6 connected in parallel is less than a secondtemperature threshold, the temperature adjustment system to enter aheating mode. The first temperature threshold and the second temperaturethreshold may be preset according to an actual situation. For example,the first temperature threshold may be 40° C., and the secondtemperature threshold may be 0° C.

Specifically, after the vehicle is powered on, the battery managementcontroller detects the temperature of each battery 6 in real time, andperforms determining. If a temperature of one of the batteries 6 ishigher than 40° C., it indicates that the temperature of the battery 6is excessively high in this case. To prevent the high temperature fromaffecting performance of the battery 6, temperature reduction processingneeds to be performed on the battery 6, and the battery managementcontroller controls the temperature adjustment system to enter thecooling mode, and sends information about starting the battery coolingfunction to the vehicle-mounted air conditioner controller. Afterreceiving the information about starting the battery cooling function,the vehicle-mounted air conditioner controller controls the secondelectronic valve 43 to be turned on, so that the cooling liquid performsheat exchange with the battery 6 to reduce the temperature of thebattery 6. As shown in FIG. 11, when the temperature adjustment systemoperates in the cooling mode, a flowing direction of the cooling liquidin the corresponding first duct in the loop in which the first battery61 is located is: the compressor 1—the condenser 2—the second electronicvalve 43—the second expansion valve 42—the heat exchanger 41—thecompressor 1; and a flowing direction of the cooling liquid in thecorresponding second duct in the loop in which the first battery 61 islocated is: the medium container 52—the heat exchanger 41—the heater 53(turned off)—the pump 51—the valve 58—the first temperature sensor55—the first battery 61—the second temperature sensor 56—the flowvelocity sensor 57—the medium container 52; and cycling is performed inthis way, and heat is exchanged at the heat exchanger 41, to implementtemperature reduction on the first battery 61. A flowing direction ofthe cooling liquid in the first duct in the loop in which the secondbattery 62 is located is: the compressor 1—the condenser 2—the secondelectronic valve 43—the second expansion valve 42—the heat exchanger41—the compressor 1; and a flowing direction of the cooling liquid inthe second duct in the loop in which the second battery 62 is locatedis: the medium container 52—the heat exchanger 41—the heater 53 (turnedoff)—the pump 51—the valve 58—the first temperature sensor 55—the secondbattery 62—the second temperature sensor 56—the flow velocity sensor57—the medium container 52; and cycling is performed in this way, andheat is exchanged at the heat exchanger 41, to implement temperaturereduction on the second battery 62.

If a temperature of a battery 6 is less than 0° C., it indicates thatthe temperature of the battery 6 is excessively low in this case. Toprevent the low temperature from affecting performance of the battery 6,temperature increase processing needs to be performed on the battery 6,the battery management controller controls the temperature adjustmentsystem to enter a heating mode, and sends information about starting abattery heating function to the vehicle-mounted air conditionercontroller. After receiving the information about starting the batteryheating function, the vehicle-mounted air conditioner controllercontrols the second electronic valve 43 to be turned off, and thebattery heat management controller controls the heater 53 to be turnedon, to provide a heating power to the temperature adjustment system.When the temperature adjustment system operates in the heating mode,flowing directions of the cooling liquid in the first battery 61 and thesecond battery 62 are respectively: the medium container 52—the heatexchanger 41—the heater 53 (turned on)—the pump 51—the valve 58—thefirst temperature sensor 55—the first battery 61—the second temperaturesensor 56—the flow velocity sensor 57—the medium container 52; and themedium container 52—the heat exchanger 41—the heater 53 (turned on)—thepump 51—the first temperature sensor 55—the second battery 62—the secondtemperature sensor 56—the flow velocity sensor 57—the medium container52; and cycling is performed in this way, to implement temperatureincrease on the battery 6. It may be understood that, the flow of thecooling liquid flowing into each battery 6 may be adjusted by adjustingthe opening degree of the valve 58, thereby adjusting theheating/cooling power of each battery.

According to an embodiment of the present disclosure, when thetemperature adjustment system operates in the cooling mode and arequired power P1 of a battery 6 is greater than the actual power P2corresponding to the battery, the battery management controller obtainsa power difference between the required power P1 and the actual power P2of the battery, and increases, according to the power difference, thepower of the compressor used for cooling the battery 6 or the flow ofthe cooling liquid of the battery 6, to increase the cooling power ofthe battery 6; and when a required power P1 of a battery 6 is less thanor equal to the actual power P2, the controller reduces the power of thecompressor or keeps the power of the compressor unchanged, or performsadjustment to reduce the flow of the cooling liquid of the battery, toreduce the cooling power of the battery 6.

Specifically, if there are a plurality of batteries 6 connected inparallel, when the temperature adjustment system operates in the coolingmode, the battery management controller obtains the required power P1used for performing temperature adjustment on the battery, the batteryheat management controller obtains the actual power P2 used forperforming temperature adjustment on, and the vehicle-mounted airconditioner controller performs determining according to the requiredpower P1 and the actual power P2. If a required power P1 for one of thebatteries 6 is greater than the actual power P2, it indicates that thetemperature reduction on the battery 6 cannot be completed within thetarget time according to the current cooling power or flow of thecooling liquid. Therefore, the vehicle-mounted air conditionercontroller obtains a power difference between the required power P1 ofthe battery and the actual power P2, and increases, according to thepower difference, the power of the compressor 1 or the flow of thecooling liquid of the battery, that is, increases the opening degree ofthe second expansion valve 42, to increase the cooling power of thebattery, where a larger power difference between the required power P1for temperature adjustment and the actual power P2 indicates largerincrease of the power of the compressor 1 and the flow of the coolingliquid of the battery, so that the temperature of the battery is reducedto the target temperature within the preset time t. If the requiredpower P1 on one of the batteries 6 is less than or equal to the actualpower P2, the vehicle-mounted air conditioner controller may keep thepower of the compressor 1 unchanged or properly reduce the power of thecompressor 1, or reduce the flow of the cooling liquid of the battery,that is, reduce the opening degree of the second expansion valve 42, toreduce the cooling power of the battery. When the temperatures of all ofthe batteries 6 are less than 35° C., cooling on the batteries 6 iscompleted, the battery management controller sends information aboutturning off a temperature adjustment function to the vehicle-mounted airconditioner through CAN communication, and the vehicle-mounted airconditioner controller controls the second electronic valve 43 to beturned off. If the temperature of the battery 6 is still higher than 35°C. after the temperature adjustment system has entered the cooling modefor a relatively long time, for example, 1 hour, the vehicle-mounted airconditioner controller properly increases the cooling power of thebattery, so that the battery completes temperature reduction as soon aspossible.

According to an embodiment of the present disclosure, when thetemperature adjustment system operates in the heating mode and arequired power P1 of a battery is greater than the actual power P2, thebattery management controller obtains a power difference between therequired power P1 and the actual power P2 of the battery, and increases,according to the power difference, the power of the heater 53 used forheating the battery or performs adjustment to increase the flow of thecooling liquid of the battery, to increase the heating power of thebattery; and when a required power P1 of a battery is less than or equalto the actual power P2, the controller reduces the power of the heater53 or keeps the power of the heater 53 unchanged, or performs adjustmentto reduce the flow of the cooling liquid of the battery, to reduce theheating power of the battery.

Specifically, if there are a plurality of batteries connected inparallel, when the temperature adjustment system operates in the heatingmode, the battery management controller obtains required powers P1 usedfor performing temperature adjustment on the batteries, and the batteryheat management controller obtains actual powers P2 used for performingtemperature adjustment on the batteries. If the required power P1 forone of the batteries 6 is greater than the actual power P2, it indicatesthat temperature increase on the battery 6 cannot be completed withinthe target time according to the current heating power or flow of thecooling liquid. Therefore, the battery heat management controllerobtains a power difference between P1 and P2 of the battery, andincreases, according to the power difference, the power of the heater 53used for heating the battery 6 or performs adjustment to increase theflow of the cooling liquid of the battery, for example, increases therotational speed of the pump 51, so that temperature adjustment on thebattery may be completed within the target time. A larger differencebetween the required power P1 and the actual power P2 indicates largerincrease of the power of the heater 53 and the flow of the coolingliquid in the loop of the battery. If the required power P1 of a batteryis less than or equal to the actual power P2, the controller mayproperly reduce the power of the heater 53, or keep the power of theheater 53 unchanged, or perform adjustment to reduce the flow of thecooling liquid in the loop of the battery, to reduce the heating powerof the battery. When the temperatures of all of the batteries 6 arehigher than a preset temperature, for example, 10° C., heating on thebatteries 6 is completed, the battery management controller sendsinformation about turning off a temperature adjustment function to thevehicle-mounted air conditioner through CAN communication, and thebattery heat management controller controls the heater 53 to be turnedoff. If the temperature of the battery 6 is still lower than 10° C.after the temperature adjustment system has entered the heating mode fora relatively long time, for example, 1 hour, the battery heat managementcontroller may properly increase the power of the heater 53 and therotational speed of the pump 51, so that the battery completestemperature increase as soon as possible.

According to an embodiment of the present disclosure, the controller isfurther configured to reduce the rotational speed of the pump 51 whenthe required power P1 of a battery is less than the corresponding actualpower P2, and increase the rotational speed of the pump 51 when therequired power P1 of a battery is greater than the corresponding actualpower P2.

Specifically, when the temperature adjustment system enters the heatingmode or cooling mode, if the required power P1 of a battery 6 is lessthan the actual power P2, the controller controls the rotational speedof the pump 51 to be reduced, to save electric energy. If the requiredpower P1 of a battery 6 is greater than the actual power P2, in additionto controlling the power of the heater 53 or the compressor 1 to beincreased or the flow of the cooling liquid in the loop in which thebattery is located to be increased, the controller further controls therotational speed of the pump 51 to be increased, to increase a mass ofthe cooling liquid flowing through a cross section of the cooling flowpath within a unit time, thereby increasing the actual power P2 of thebattery, to implement temperature adjustment within the target time t.

If a single compressor 1 cannot satisfy the power required for cooling aplurality of batteries 6, a plurality of compressors 1 may be set toprovide the cooling power to the battery 6. For example, there areusually 4 compressors on a bus. In this case, the 4 compressors may beall used for providing the cooling power to the battery 6.

According to an embodiment of the present disclosure, there are aplurality of compressors 1 used for providing the refrigerant to thebattery, and the controller is further configured to determine,according to the required power P1 of each battery and a maximumrefrigerating power P of each compressor, a quantity of to-be-startedcompressors, and control, when the temperature adjustment system is inthe cooling mode, the corresponding quantity of compressors 1 to start.

The controller may generate the total required power Pz according to therequired power P1 of each battery, and when determining that the totalrequired power Pz is greater than the maximum refrigerating power P of asingle compressor, the controller controls a plurality of compressors 1to start simultaneously.

For example, when there are two compressors 1 for providing therefrigerant to a plurality of batteries 6, and the temperatureadjustment system enters the cooling mode, the controller obtains P1 ofeach battery 6, and may calculate the total required power Pz of theentire temperature adjustment system by adding P1 of each battery. If Pzis less than or equal to the maximum refrigerating power of a singlecompressor 1, the controller controls one compressor 1 to start. If Pzis greater than the maximum refrigerating power of a single compressor1, the controller controls two compressors 1 to start simultaneously andoperate, to satisfy a temperature reduction refrigerating powerrequirement of the battery 6.

To make a person skilled in the art more clearly understand the presentdisclosure, an operating process of the temperature adjustment systemfor a vehicle-mounted battery shown in FIG. 11 is described below withreference to specific embodiments.

The battery 6 includes the first battery 61 and the second battery 62,Pz=P11+P12, P11 is the required power of the first battery 61, P12 isthe required power for temperature adjustment on the second battery 62,and Pz is a sum of the required power of the first battery 61 and therequired power of the second battery 62 (the total required power Pz).Pf=P21+P22, P21 is the actual power of the battery 61, P22 is the actualpower of the battery 62, and Pf is a sum of the actual power of thefirst battery 61 and the actual power of the second battery 62.

When a temperature of a battery is greater than the first temperaturethreshold (for example, 40° C.), the temperature adjustment system for avehicle-mounted battery operates in the cooling mode. If a sum of thetotal required power Pz and the intra-vehicle cooling required power P4is less than the maximum refrigerating power P of the compressor, thatis, Pz+P4≤P, the controller controls the compressor 1 to run accordingto a refrigerating power Pz+P4. It may be understood that, in this case,Pz<P, and P4<P.

If Pz+P4>P, whether the temperature of the first battery 61 or thesecond battery 62 is greater than 45° C. is determined. If thetemperature is greater than 45° C., the cooling power is preferentiallyprovided for battery cooling, the controller controls the compressor 1to run according to the maximum refrigerating power P, the cooling powerof the battery cooling branch 4 is Pz, and the cooling power of theintra-vehicle cooling branch 3 is equal to P−Pz.

If it is determined that the temperature of the battery is not greaterthan 45° C., and the intra-vehicle temperature has not reached the settemperature, the cooling power is preferentially provided to the insideof the vehicle, the compressor 1 runs according to the maximumrefrigerating power P, the cooling power of the intra-vehicle coolingbranch is P4, and the cooling power of the battery cooling branch isequal to P−P4. In the cooling branch of the first battery 61 and thecooling branch of the second battery 62, the cooling power is reduced inproportion. The proportion may be: (P−P4)/(P11+P12). If theintra-vehicle temperature has reached the set temperature, the coolingpower of the battery is preferentially satisfied.

A sum of the actual power of the first battery 61 and the actual powerof the second battery 62 is Pf, and when Pz>Pf, the power that needs tobe adjusted is Pc (Pc=Pz−Pf). If Pz+P4+Pc≤P, the refrigerating powerthat the compressor needs to increase is Pc, the opening degree of thesecond expansion valve 42 is increased, and the rotational speed of thepump 51 is increased. Moreover, processing is performed as follows:

If P11≥P21, and P11−P21=Pc1, the controller controls the opening degreeof the adjustment valve 58 of the loop in which the first battery 61 islocated to be increased, so that the cooling power of the first battery61 is increased by Pc1. If P12≥P22, and P12−P22=Pc2, the controllercontrols the opening degree of the adjustment valve 58 of the loop inwhich the second battery 62 is located to be increased, so that thecooling power of the second battery 62 is increased by Pc2. If P11<P12,and P21−P11=Pc1, the controller keeps the cooling power of the firstbattery 61 unchanged, or the opening degree of the adjustment valve 58of the loop in which the first battery 61 is located is controlled to bereduced, so that the cooling power of the first battery 61 is reduced.If P12<P22, and P22−P12=Pc2, the cooling power of the second battery 62is kept unchanged, or the opening degree of the adjustment valve 58 ofthe loop in which the second battery 62 is located is controlled to bereduced, so that the cooling power of the second battery 62 is reduced.

If Pz+P4+Pc>P (and Pz+Pc≤P), determining is performed as follows:

Whether the temperature of the first battery 61 and the temperature ofthe second battery 62 are greater than 45° C. is determined. If greaterthan 45° C., the cooling power is preferentially provided for batterycooling, and the compressor runs according to the maximum refrigeratingpower; and moreover, the rotational speed of the pump 51 is increased,the cooling power of the battery cooling branch is increased by Pc, andthe power of the intra-vehicle cooling branch is reduced by Pc. IfP11>P21, and P11−P21=Pc1, the controller controls the opening degree ofthe adjustment valve 58 of the loop in which the first battery 61 islocated to be increased, so that the cooling power of the first battery61 is increased by Pc1. If P12>P22, and P12−P22=Pc2, the controllercontrols the opening degree of the adjustment valve 58 of the loop inwhich the second battery 62 is located to be increased, so that thecooling power of the second battery 62 is increased by Pc2. If P11<P12,and P21−P11=Pc1, the controller keeps the cooling power of the firstbattery 61 unchanged, or controls the opening degree of the adjustmentvalve 58 of the loop in which the first battery 61 is located to bereduced, so that the cooling power of the first battery 61 is reduced.If P12<P22, and P22−P12=Pc2, the controller keeps the cooling power ofthe second battery 62 unchanged, or controls the opening degree of theadjustment valve 58 of the loop in which the second battery 62 islocated to be reduced, so that the cooling power of the second battery62 is reduced.

If the temperature of the battery is not greater than 45° C., and theintra-vehicle temperature has not reached the set temperature, thecontroller preferentially provides the cooling power to the inside ofthe vehicle, the compressor runs according to the maximum refrigeratingpower P, the rotational speed of the pump 51 is increased, the coolingpower of the intra-vehicle cooling branch is P4, and the cooling powerof the battery cooling branch is equal to P−P4. In the cooling branch ofthe first battery 61 and the cooling branch of the second battery 62,the cooling power is reduced in proportion. The proportion may be:(P−P4)/(P11+P12). The cooling power of the first battery 61 isP11*(P−P4)/(P11+P12), and the cooling power of the second battery 62 isP12*(P−P4)/(P11+P12).

If the intra-vehicle temperature has reached the set temperature, thecontroller preferentially satisfies the cooling power of the battery,the compressor runs at the maximum power P, the opening degree of thesecond expansion valve 42 is increased, and the rotational speed of thepump 51 is increased, so that the cooling power of the battery coolingbranch is increased by Pc. Moreover, processing is performed as follows:

If P11≥P21, and P11−P21=Pc1, the controller controls the opening degreeof the adjustment valve 58 of the loop in which the first battery 61 islocated to be increased, so that the cooling power of the first battery61 is increased by Pc1. If P12≥P22, and P12−P22=Pc2, the controllercontrols the opening degree of the adjustment valve 58 of the loop inwhich the second battery 62 is located to be increased, so that thecooling power of the second battery 62 is increased by Pc2. If P11<P12,and P21−P11=Pc1, the cooling power of the first battery 61 is keptunchanged, or the opening degree of the adjustment valve 58 of the loopin which the first battery 61 is located is controlled to be reduced, sothat the cooling power of the battery 61 is reduced. If P12<P22, andP22−P12=Pc2, the cooling power of the second battery 62 is keptunchanged, or the opening degree of the adjustment valve 58 of the loopin which the second battery 62 is located is controlled to be reduced,so that the cooling power of the second battery 62 is reduced.

When Pz≤Pf, and the power that needs to be adjusted is Pc (Pc=Pf−Pz),the controller maintains the refrigerating power of the compressorunchanged, or reduces the refrigerating power of the compressor, orreduces the opening degree of the second expansion valve 42, or reducesthe rotational speed of the pump 51. If P11≥P21, and P11−P21=Pc1, thecontroller controls the opening degree of the adjustment valve 58 of theloop in which the first battery 61 is located to be increased, so thatthe cooling power of the first battery 61 is increased by Pc1. IfP12≥P22, and P12−P22=Pc2, the controller controls the opening degree ofthe adjustment valve 58 of the loop in which the second battery 62 islocated to be increased, so that the cooling power of the battery 62 isincreased by Pc2. If P11<P12, and P21−P11=Pc1, the cooling power of thefirst battery 61 is kept unchanged, or the opening degree of theadjustment valve 58 of the loop in which the first battery 61 is locatedis controlled to be reduced, so that the cooling power of the firstbattery 61 is reduced. If P12<P22, and P22−P12=Pc2, the cooling power ofthe second battery 62 is kept unchanged, or the opening degree of theadjustment valve 58 of the loop in which the second battery 62 islocated is controlled to be reduced, so that the cooling power of thesecond battery 62 is reduced.

When there are a plurality of compressors 1 used for providing therefrigerating power to the battery, if a sum of maximum refrigeratingpowers of the plurality of compressors is P5, the cooling power of thebattery may be adjusted as follows:

(1) When Pz>Pf, the power that needs to be adjusted is Pc (Pc=Pz−Pf),and if Pz+P4+Pc≤P5, the refrigerating power that the compressor needs toincrease is Pc, the opening degree of the second expansion valve isincreased, and the rotational speed of the pump is increased. Moreover,processing is performed as follows:

If P11≥P21, and P11−P21=Pc1, the controller controls the opening degreeof the adjustment valve 58 of the loop in which the first battery 61 islocated to be increased, so that the cooling power of the first battery61 is increased by Pc1. If P12≥P22, and P12−P22=Pc2, the controllercontrols the opening degree of the adjustment valve 58 of the loop inwhich the second battery 62 is located to be increased, so that thecooling power of the second battery 62 is increased by Pc2. If P11<P12,and P21−P11=Pc1, the controller keeps the cooling power of the firstbattery 61 unchanged, or controls the opening degree of the adjustmentvalve 58 of the loop in which the first battery 61 is located to bereduced, so that the cooling power of the first battery 61 is reduced.If P12<P22, and P22−P12=Pc2, the cooling power of the second battery 62is kept unchanged, or the opening degree of the adjustment valve 58 ofthe loop in which the second battery 62 is located is controlled to bereduced, so that the cooling power of the battery 62 is reduced.

If Pz+P4+Pc>P5 (and Pz+Pc≤P5), determining is performed as follows:

Whether the temperature of the battery is greater than 45° C. isdetermined. If greater than 45° C., the controller preferentiallyprovides the cooling power for battery cooling, and the compressor runsaccording to the maximum refrigerating power; and moreover, therotational speed of the water pump is increased, the cooling power ofthe battery cooling branch is increased by Pc, and the power of theintra-vehicle cooling branch is reduced by Pc.

If P11≥P21, and P11−P21=Pc1, the controller controls the opening degreeof the adjustment valve 58 of the loop in which the first battery 61 islocated to be increased, so that the cooling power of the battery 61 isincreased by Pc1. If P12≥P22, and P12−P22=Pc2, the controller controlsthe opening degree of the adjustment valve 58 of the loop in which thesecond battery 62 is located to be increased, so that the cooling powerof the second battery 62 is increased by Pc2. If P11<P12, andP21−P11=Pc1, the controller keeps the cooling power of the battery 61unchanged, or controls the opening degree of the adjustment valve 58 ofthe loop in which the first battery 61 is located to be reduced, so thatthe cooling power of the first battery 61 is reduced. If P12<P22, andP22−P12=Pc2, the cooling power of the second battery 62 is keptunchanged, or the opening degree of the adjustment valve 58 of the loopin which the second battery 62 is located is controlled to be reduced,so that the cooling power of the second battery 62 is reduced.

If the temperature of the battery is not greater than 45° C., and theintra-vehicle temperature has not reached the set temperature, thecontroller preferentially provides the cooling power to the inside ofthe vehicle, all compressors run according to the maximum refrigeratingpower, the rotational speed of the water pump is increased, the coolingpower of the intra-vehicle cooling branch is P4, and the cooling powerof the battery cooling branch is equal to P5−P4. In the cooling branchof the first battery 61 and the cooling branch of the second battery 62,the cooling power is reduced in proportion. The proportion may be:(P5−P4)/(P11+P12). The cooling power of the first battery 61 isP11*(P5−P4)/(P11+P12), and the cooling power of the second battery 62 isP12*(P5−P4)/(P11+P12).

If the intra-vehicle temperature has reached the set temperature, thecontroller preferentially satisfies the cooling power of the battery,all compressors run at the maximum power, the opening degree of thesecond expansion valve is increased, and the rotational speed of thewater pump is increased, so that the cooling power of the batterycooling branch is increased by Pc. Moreover, processing is performed asfollows:

If P11≥P21, and P11−P21=Pc1, the controller controls the opening degreeof the adjustment valve 58 of the loop in which the first battery 61 islocated to be increased, so that the cooling power of the first battery61 is increased by Pc1. If P12≥P22, and P12−P22=Pc2, the controllercontrols the opening degree of the adjustment valve 58 of the loop inwhich the second battery 62 is located to be increased, so that thecooling power of the second battery 62 is increased by Pc2. If P11<P12,and P21−P11=Pc1, the controller keeps the cooling power of the firstbattery 61 unchanged, or controls the opening degree of the adjustmentvalve 58 of the loop in which the first battery 61 is located to bereduced, so that the cooling power of the first battery 61 is reduced.If P12<P22, and P22−P12=Pc2, the controller keeps the cooling power ofthe second battery 62 unchanged, or controls the opening degree of theadjustment valve 58 of the loop in which the second battery 62 islocated to be reduced, so that the cooling power of the battery 62 isreduced.

(2) When Pz≤Pf, and the power that needs to be adjusted is Pc(Pc=Pf−Pz), the controller maintains the refrigerating power of thecompressor unchanged, or the refrigerating power of the compressor isreduced, or the opening degree of the second expansion valve 42 isreduced, or the rotational speed of the pump 51 is reduced. If P11≥P21,and P11−P21=Pc1, the controller controls the opening degree of theadjustment valve 58 of the loop in which the first battery 61 is locatedto be increased, so that the cooling power of the first battery 61 isincreased by Pc1. If P12≥P22, and P12−P22=Pc2, the controller controlsthe opening degree of the adjustment valve 58 of the loop in which thesecond battery 62 is located to be increased, so that the cooling powerof the battery 62 is increased by Pc2. If P11<P12, and P21−P11=Pc1, thecontroller keeps the cooling power of the first battery 61 unchanged, orcontrols the opening degree of the adjustment valve 58 of the loop inwhich the first battery 61 is located to be reduced, so that the coolingpower of the first battery 61 is reduced. If P12<P22, and P22-P12=Pc2,the controller keeps the cooling power of the second battery 62unchanged, or controls the opening degree of the adjustment valve 58 ofthe loop in which the second battery 62 is located to be reduced, sothat the cooling power of the second battery 62 is reduced.

When the temperature of the vehicle-mounted battery is less than thesecond temperature threshold (for example, 0° C.), the temperatureadjustment system for a vehicle-mounted battery operates in the heatingmode. If Pz>Pf, and the power that needs to be adjusted is Pc(Pc=Pz−Pf), the heating power of the heater 53 is increased by Pc, andthe rotational speed of the pump 51 is increased. Moreover, processingis performed as follows:

If P11≥P21, and P11−P21=Pc1, the controller controls the opening degreeof the adjustment valve 58 of the loop in which the first battery 61 islocated to be increased, so that the heating power of the first battery61 is increased by Pc1. If P12≥P22, and P12−P22=Pc2, the controllercontrols the opening degree of the adjustment valve 58 of the loop inwhich the second battery 62 is located to be increased, so that theheating power of the second battery 62 is increased by Pc2. If P11<P12,and P21−P11=Pc1, the controller keeps the heating power of the firstbattery 61 unchanged, or controls the opening degree of the adjustmentvalve 58 of the loop in which the first battery 61 is located to bereduced, so that the heating power of the first battery 61 is reduced.If P12<P22, and P22−P12=Pc2, the controller keeps the cooling power ofthe second battery 62 unchanged, or controls the opening degree of theadjustment valve 58 of the loop in which the second battery 62 islocated to be reduced, so that the heating power of the second battery62 is reduced.

If Pz≤Pf, and the power that needs to be adjusted is Pc (Pc=Pz−Pf), thepower of the heater is kept unchanged or is reduced by the heating powerPc, or the rotational speed of the pump is reduced. Moreover, processingis performed as follows:

If P11≥P21, and P11−P21=Pc1, the controller controls the opening degreeof the adjustment valve 58 of the loop in which the first battery 61 islocated to be increased, so that the heating power of the first battery61 is increased by Pc1. If P12≥P22, and P12−P22=Pc2, the controllercontrols the opening degree of the adjustment valve 58 of the loop inwhich the second battery 62 is located to be increased, so that theheating power of the second battery 62 is increased by Pc2. If P11<P12,and P21−P11=Pc1, the controller controls the cooling power of the firstbattery 61 is kept unchanged, or the opening degree of the adjustmentvalve 58 of the loop in which the first battery 61 is located to bereduced, so that the heating power of the first battery 61 is reduced.If P12<P22, and P22−P12=Pc2, the controller keeps the cooling power ofthe second battery 62 unchanged, or controls the opening degree of theadjustment valve 58 of the loop in which the second battery 62 islocated to be reduced, so that the heating power of the battery 62 isreduced.

To keep the temperature of the first battery 61 and the temperature ofthe second battery 62 balanced, processing may be performed as follows:

In a process of performing battery cooling, if a battery temperaturedifference between the temperature T61 of the first battery 61 and thetemperature T62 of the second battery 62 exceeds 3° C., and thetemperature value is a preset value, that is, if T61−T62>3° C., thebattery heat management controller controls the opening degree of theadjustment valve 58 in the cooling branch of the first battery 61 to beincreased, and controls the opening degree of the adjustment valve 58 inthe cooling branch of the second battery 62 to be reduced, so that thecooling power of the first battery 61 is increased, and the coolingpower of the second battery 62 is reduced, thereby implementingtemperature balancing between the first battery 61 and the secondbattery 62. If T62−T61>3° C., the battery heat management controllercontrols the opening degree of the adjustment valve 58 in the coolingbranch of the second battery 62 to be increased, and controls theopening degree of the adjustment valve 58 in the cooling branch of thefirst battery 61 to be reduced, so that the cooling power of the secondbattery 62 is increased, and the cooling power of the first battery 61is reduced, thereby implementing temperature balancing between the firstbattery 61 and the second battery 62.

In a process of performing battery heating, if a battery temperaturedifference between the first battery 61 and the second battery 62exceeds 3° C., that is, if T61−T62>3° C., the battery heat managementcontroller controls the opening degree of the adjustment valve 58 in thecooling branch of the battery 61 to be reduced, and controls the openingdegree of the adjustment valve 58 in the cooling branch of the battery62 to be increased, so that the heating power of the first battery 61 isreduced, and the heating power of the second battery 62 is increased,thereby implementing temperature balancing between the first battery 61and the second battery 62. If T62−T61>3° C., the battery heat managementcontroller controls the opening degree of the adjustment valve 58 in thecooling branch of the battery 62 to be reduced, and controls the openingdegree of the adjustment valve 58 in the cooling branch of the battery61 to be increased, so that the heating power of the first battery 61 isincreased, and the heating power of the second battery 62 is reduced,thereby implementing temperature balancing between the first battery 61and the second battery 62.

The temperature adjustment system for a vehicle-mounted batteryaccording to this embodiment of the present disclosure obtains, throughthe battery temperature adjustment module, the required powers and theactual powers of the plurality of batteries connected in parallel, andrespectively adjusts, according to the required powers and the actualpowers of the plurality of batteries connected in parallel, thetemperatures of the plurality of batteries connected in parallel.Therefore, the system may precisely control the heating power and thecooling power of each battery according to an actual status of eachbattery, and adjust the temperature of the battery when the temperatureis excessively high or excessively low, so that the temperature of thebattery is maintained within a preset range, to avoid a case ofaffecting performance of the vehicle-mounted battery because of thetemperature.

FIG. 12 is a flowchart of a temperature adjustment method for avehicle-mounted battery according to a sixth embodiment of the presentdisclosure. The vehicle-mounted battery includes a plurality ofbatteries connected in parallel. As shown in FIG. 12, the temperatureadjustment method for a vehicle-mounted battery includes the followingsteps:

s1. Obtain required powers P1 of a plurality of batteries connected inparallel respectively.

According to an embodiment of the present disclosure, the obtainingrequired powers P1 of a plurality of batteries connected in parallelrespectively specifically includes: obtaining a first parameter of eachbattery when enabling temperature adjustment, and generating a firstrequired power of each battery according to the first parameter;obtaining a second parameter of each battery when enabling temperatureadjustment, and generating a second required power of each batteryaccording to the second parameter; and generating a required power P1 ofeach battery according to the first required power of each battery andthe second required power of each battery.

According to an embodiment of the present disclosure, the firstparameter includes an initial temperature when enabling temperatureadjustment on the battery, the target temperature, and a target time tfor reaching the target temperature from the initial temperature, andthe generating a first required power according to the first parameterof each battery specifically includes: obtaining a first temperaturedifference ΔT₁ between the initial temperature and the targettemperature; and generating the first required power P1 according to thefirst temperature difference ΔT₁ and the target time t.

According to an embodiment of the present disclosure, the first requiredpower is generated through the following formula (1):

ΔT₁*C*M/t  (1)

where ΔT₁ is the first temperature difference between the initialtemperature and the target temperature, t is the target time, C is aspecific heat capacity of the battery, and M is a mass of the battery.

According to an embodiment of the present disclosure, the secondparameter is an average current I of each battery within a preset time,and the second required power of each battery is generated through thefollowing formula (2):

I²*R  (2)

where I is the average current, and R is an internal resistance of thebattery.

s2. Obtain actual powers P2 of the plurality of batteries connected inparallel respectively.

According to an embodiment of the present disclosure, the obtainingactual powers P2 of a plurality of batteries connected in parallelrespectively specifically includes: obtaining an inlet temperature andan outlet temperature of a flow path used for adjusting the temperatureof each battery, and obtaining a flow velocity v at which a coolingliquid flows into the flow path; generating a second temperaturedifference ΔT₂ according to the inlet temperature and the outlettemperature of the flow path of each battery; and generating the actualpower P2 according to the second temperature difference ΔT₂ of eachbattery and the flow velocity v.

According to an embodiment of the present disclosure, the actual powerP2 is generated through the following formula (3):

ΔT₂*c*m  (3)

where ΔT₂ is the second temperature difference, c is a specific heatcapacity of the cooling liquid in the flow path, and m is a mass of thecooling liquid flowing through a cross section of the flow path within aunit time, where m=v*ρ*s, v is a flow velocity of the cooling liquid, ρis a density of the cooling liquid, and s is a cross-sectional area ofthe flow path.

s3. Adjust, according to the required powers P1 and the actual powers P2of the plurality of batteries connected in parallel, temperatures of theplurality of batteries connected in parallel respectively.

According to an embodiment of the present disclosure, the batterytemperature adjustment module is controlled according to the requiredpower P1 and the actual power P2 to adjust the temperature of thebattery within the target time t, to reach the target temperature.

Specifically, after the vehicle is powered on, a controller determineswhether temperature adjustment needs to be performed on the battery, andif temperature adjustment needs to be performed on the battery, thecontroller obtains the initial temperature (that is, currenttemperature) of each battery, the target temperature, and the targettime t for reaching the target temperature from the initial temperature,where the target temperature and the target time t may be presetaccording to an actual situation. Then, the controller calculates thefirst required power according to the formula (1). Moreover, thecontroller obtains the average current I of each battery within thepreset time, and calculates the second required power of each batteryaccording to the formula (2). Then, the controller calculates therequired power P1 of each battery (that is, the required power foradjusting the temperature of the battery to the target temperature)according to the first required power and the second required power ofeach battery. Moreover, the controller obtains an inlet temperature andan outlet temperature of each battery and flow velocity information, andcalculates the actual power P2 of each battery according to the formula(3). Finally, the controller performs temperature adjustment on eachbattery according to P1 and P2 of each battery. Therefore, the controlmethod may precisely control the heating power and the cooling power ofeach battery according to an actual status of each battery, and adjustthe temperature of the battery when the temperature is excessively highor excessively low, so that the temperature of the battery is maintainedwithin a preset range, to avoid a case of affecting performance of thevehicle-mounted battery because of the temperature.

How to adjust the temperature of the battery according to the requiredpower P1 and the actual power P2 of the battery is described below withreference to specific embodiments.

When the vehicle-mounted battery includes a plurality of batteriesconnected in parallel, according to an embodiment of the presentdisclosure, as shown in FIG. 10, the controlling the battery temperatureadjustment module according to the required powers P1 and the actualpowers P2 of the plurality of batteries connected in parallelrespectively to adjust the temperatures of the batteries may furtherinclude: generating a total required power Pz according to the requiredpowers P1 of the plurality of batteries connected in parallel;determining whether the total required power Pz matches a maximumrefrigerating power P of a vehicle-mounted air conditioner; if matchingcooling, according to the required powers P1 of the plurality ofbatteries connected in parallel, the plurality of batteries connected inparallel; and if not matching, cooling, according to the maximumrefrigerating power P of the air conditioner and the required powers P1of the plurality of batteries connected in parallel, the plurality ofbatteries connected in parallel.

Specifically, the controller may calculate the total required power Pzof the entire temperature adjustment system according to the requiredpowers P1 of all of the batteries, that is, the total required power Pzis obtained by adding the required powers P1 of all of the batteries.Then, the controller determines whether Pz matches the maximumrefrigerating power P of the vehicle-mounted air conditioner accordingto the total required power Pz, that is, determines whether Pz is lessthan or equal to P. If yes, the controller cools each battery accordingto the required power P1 of each battery by controlling the flow of thecooling liquid flowing into each battery and controlling the power ofthe compressor. If Pz does not match the maximum refrigerating power Pof the vehicle-mounted air conditioner, that is, Pz is greater than P,the controller allocates the flow of the cooling liquid in proportionaccording to the maximum refrigerating power P of the air conditionerand the required power P1 of each battery by adjusting the flow of thecooling liquid flowing into each battery, thereby completing temperaturereduction on each battery at maximum efficiency.

When there are a plurality of batteries connected in parallel, accordingto an embodiment of the present disclosure, the battery temperatureadjustment method may further include: detecting temperatures of theplurality of batteries connected in parallel; when the temperature of atleast one of the plurality of batteries connected in parallel is greaterthan a first temperature threshold, controlling, by the controller, thetemperature adjustment system to enter a cooling mode; and when thetemperature of at least one of the plurality of batteries connected inparallel is less than a second temperature threshold, controlling, bythe controller, the temperature adjustment system to enter a heatingmode. The first temperature threshold and the second temperaturethreshold may be preset according to an actual situation. For example,the first temperature threshold may be 40° C., and the secondtemperature threshold may be 0° C.

Specifically, after the vehicle is powered on, the controller detectsthe temperature of each battery in real time and performs determining.If a temperature of one of the batteries is higher than 40° C., itindicates that the temperature of the battery is excessively high inthis case. To prevent the high temperature from affecting performance ofthe battery, temperature reduction processing needs to be performed onthe battery, and the controller controls the temperature adjustmentsystem to enter the cooling mode, and sends information about startingthe battery cooling function to the air conditioner system.

If the temperature of a battery is less than 0° C., it indicates thatthe temperature of the battery is excessively low in this case. Toprevent the low temperature from affecting performance of the battery,temperature increase processing needs to be performed on the battery,and the controller controls the temperature adjustment system to enterthe heating mode, controls the battery cooling branch to be turned off,and controls the heater to be turned on, to provide the heating power tothe battery.

To keep the temperature of the first battery and the temperature of thesecond battery balanced, processing may be performed as follows:

For example, as shown in FIG. 11, when the battery includes the firstbattery and the second battery, in a process of performing batterycooling, if a battery temperature difference between the temperature T61of the first battery and the temperature T62 of the second batteryexceeds 3° C., and the temperature value is a preset value, that is, ifT61−T62>3° C., the battery heat management controller controls theopening degree of the adjustment valve in the cooling branch of thefirst battery to be increased, and controls the opening degree of theadjustment valve in the cooling branch of the second battery to bereduced, so that the cooling power of the first battery is increased,and the cooling power of the second battery is reduced, therebyimplementing temperature balancing between the first battery and thesecond battery.

If T62−T61>3° C., the battery heat management controller controls theopening degree of the adjustment valve in the cooling branch of thesecond battery to be increased, and controls the opening degree of theadjustment valve in the cooling branch of the first battery to bereduced, so that the cooling power of the second battery is increased,and the cooling power of the first battery is reduced, therebyimplementing temperature balancing between the first battery and thesecond battery.

In a process of performing battery heating, if a battery temperaturedifference between the first battery and the second battery exceeds 3°C., that is, if T61−T62>3° C., the battery heat management controllercontrols the opening degree of the adjustment valve in the coolingbranch of the first battery to be reduced, and controls the openingdegree of the adjustment valve in the cooling branch of the secondbattery to be increased, so that the heating power of the first batteryis increased, and the heating power of the second battery is reduced,thereby implementing temperature balancing between the first battery andthe second battery. If T62-T61>3° C., the battery heat managementcontroller controls the opening degree of the adjustment valve in thecooling branch of the second battery to be reduced, and controls theopening degree of the adjustment valve in the cooling branch of thefirst battery to be increased, so that the heating power of the secondbattery is increased, and the heating power of the first battery isreduced, thereby implementing temperature balancing between the firstbattery and the second battery.

According to an embodiment of the present disclosure, when thetemperature adjustment system is in the cooling mode, the adjusting, bythe controller according to the required powers P1 and the actual powersP2 of the plurality of batteries connected in parallel, temperatures ofthe plurality of batteries connected in parallel respectivelyspecifically includes: determining whether the required power P1 of eachbattery is greater than the actual power P2 corresponding to eachbattery; if a required power P1 of a battery is greater than the actualpower P2 corresponding to the battery, obtaining a power differencebetween the required power P1 and the actual power P2 of the battery,and increasing, according to the power difference, the power of thecompressor used for cooling the battery, or performing adjustment toincrease the flow of the cooling liquid of the battery, to increase thecooling power of the battery; and if a required power P1 of a battery isless than or equal to the actual power P2 corresponding to the battery,reducing the power of the compressor or keeping the power of thecompressor unchanged, or performing adjustment to reduce the flow of thecooling liquid of the battery, to reduce the cooling power of thebattery.

Specifically, when the temperature adjustment system operates in thecooling mode, the controller obtains P1 and P2 of each battery, andperforms determining. If P1 for one of the batteries is greater than P2,it indicates that the temperature reduction on the battery cannot becompleted within the target time according to the current refrigeratingpower or flow of the cooling liquid. Therefore, the controller obtains apower difference between P1 and P2 of the battery, and increases thepower of the compressor 1 or the flow of the cooling liquid of thebattery according to the power difference, to increase the cooling powerof the battery, where a larger power difference between P1 and P2indicates larger increase of the power of the compressor and the flow ofthe cooling liquid of the battery, so that the temperature of thebattery is reduced to the target temperature within the preset time t.If P1 on one of the batteries is less than or equal to P2, the power ofthe compressor 1 may be kept unchanged or the power of the compressormay be properly reduced, or the flow of the cooling liquid of thebattery is reduced, to reduce the cooling power of the battery. When thetemperatures of all of the batteries are less than 35° C., cooling onthe batteries is completed, and the controller sends information aboutturning off a temperature adjustment function to the vehicle-mounted airconditioner through CAN communication, and the battery cooling branch iscontrolled to be turned off. If the temperature of a battery is stillhigher than 35° C. after the temperature adjustment system has enteredthe cooling mode for a relatively long time, for example, 1 hour, thecooling power of the battery is properly increased, so that the batterycompletes temperature reduction as soon as possible.

According to an embodiment of the present disclosure, when thetemperature adjustment system is in the heating mode, the adjusting, bythe controller according to the required powers P1 and the actual powersP2 of the plurality of batteries connected in parallel, temperatures ofthe plurality of batteries connected in parallel respectivelyspecifically includes: determining whether the required power P1 of eachbattery is greater than the actual power P2 corresponding to eachbattery; if a required power P1 of a battery is greater than the actualpower P2 corresponding to the battery, obtaining, by the controller, apower difference between the required power P1 and the actual power P2of the battery, and increasing, according to the power difference, thepower of the heater used for cooling the battery, or performingadjustment to increase the flow of the cooling liquid of the battery, toincrease the heating power of the battery; and

Specifically, when the temperature adjustment system is in the heatingmode, the controller obtains P1 and P2 of each battery, and performsdetermining. If P1 for one of the batteries is greater than P2, itindicates that temperature increase on the battery cannot be completedwithin the target time t according to the current heating power or flowof the cooling liquid. Therefore, the controller obtains a powerdifference between P1 and P2 of the battery, and increases the power ofthe heater used for heating the battery according to the powerdifference, or adjustment is performed to increase the flow of thecooling liquid of the battery, so that temperature adjustment on thebattery may be completed within the target time t. A larger differencebetween P1 and P2 indicates larger increase of the power of the heaterand the flow of the cooling liquid in the loop of the battery. If P1 ofa battery is less than or equal to P2, the power of the heater may beproperly reduced, or the power of the heater may be kept unchanged, oradjustment may be performed to reduce the flow of the cooling liquid inthe loop of the battery, to reduce the heating power of the battery.When the temperatures of all of the batteries are higher than a presettemperature, for example, 10° C., heating on the batteries is completed,the controller sends information about turning off a temperatureadjustment function to the vehicle-mounted air conditioner through CANcommunication, and controls the heater to be turned off. If thetemperature of a battery is still lower than 10° C. after thetemperature adjustment system has entered the heating mode for arelatively long time, for example, 1 hour, the controller properlyincreases the power of the heater and the rotational speed of the pump,so that the battery completes temperature increase as soon as possible.

According to an embodiment of the present disclosure, the temperatureadjustment method for a vehicle-mounted battery may further include:reducing the rotational speed of the pump if the required power P1 of abattery is less than the corresponding actual power P2; and increasingthe rotational speed of the pump if the required power P1 of a batteryis greater than the corresponding actual power P2.

Specifically, when the temperature adjustment system enters the heatingmode or cooling mode, if P1 of a battery is less than P2, the rotationalspeed of the pump is controlled to be reduced, to save electric energy.If P1 of a battery is greater than P2, in addition to controlling thepower of the heater or the compressor to be increased or the flow of thecooling liquid in the loop in which the battery is located to beincreased, the controller may further control the rotational speed ofthe pump to be increased, to increase a mass of the cooling liquidflowing through a cross section of the cooling flow path within a unittime, thereby increasing the actual power P2 of the battery, toimplement temperature adjustment within the target time t.

To make a person skilled in the art more clearly understand the presentdisclosure, the temperature adjustment method for a vehicle-mountedbattery is described below with reference to specific embodiments.

As shown in FIG. 11, the battery may include the first battery and thesecond battery, Pz=P11+P12, P11 is the required power of the firstbattery, P12 is the required power for temperature adjustment on thesecond battery, and Pz is a sum of (the total required power Pz) of therequired power of the first battery and the required power of the secondbattery. Pf=P21+P22, P21 is the actual power of the first battery, P22is the actual power of the second battery, and Pf is a sum of the actualpower of the first battery and the actual power of the second battery.

When a temperature of a battery is greater than the first temperaturethreshold (for example, 40° C.), the temperature adjustment system for avehicle-mounted battery operates in the cooling mode. If a sum of thetotal battery cooling required power Pz and the intra-vehicle coolingrequired power P4 is less than the maximum refrigerating power P of thecompressor, that is, Pz+P4≤P, the controller controls the compressor 1to run according to a refrigerating power Pz+P4. It may be understoodthat, in this case, Pz<P, and P4<P.

If Pz+P4>P, the controller determines whether the temperature of thefirst battery or the second battery is greater than 45° C. If thetemperature is greater than 45° C., the controller preferentiallyprovides the cooling power for battery cooling, the controller controlsthe compressor to run according to the maximum refrigerating power P,the cooling power of the battery cooling branch is Pz, and the coolingpower of the intra-vehicle cooling branch is equal to P−Pz.

If it is determined that the temperature of the battery is not greaterthan 45° C., and the intra-vehicle temperature has not reached the settemperature, the controller preferentially provides the cooling power tothe inside of the vehicle, the compressor runs according to the maximumrefrigerating power P, the cooling power of the intra-vehicle coolingbranch is P4, and the cooling power of the battery cooling branch isequal to P−P4. In the cooling branch of the first battery and thecooling branch of the second battery, the cooling power is reduced inproportion. The proportion may be: (P−P4)/(P11+P12). If theintra-vehicle temperature has reached the set temperature, thecontroller preferentially satisfies the cooling power of the battery.

A sum of the actual power of the first battery and the actual power ofthe second battery is Pf, and when Pz>Pf, the power that needs to beadjusted is Pc (Pc=Pz−Pf). If Pz+P4+Pc≤P, the refrigerating power thatthe compressor needs to increase is Pc, the opening degree of the secondexpansion valve is increased, and the rotational speed of the pump 51 isincreased. Moreover, processing is performed as follows:

If P11≥P21, and P11−P21=Pc1, the controller controls the opening degreeof the adjustment valve of the loop in which the first battery islocated to be increased, so that the cooling power of the first battery61 is increased by Pc1. If P12≥P22, and P12−P22=Pc2, the controllercontrols the opening degree of the adjustment valve of the loop in whichthe second battery is located to be increased, so that the cooling powerof the second battery is increased by Pc2. If P11<P12, and P21−P11=Pc1,the controller keeps the cooling power of the first battery unchanged,or controls the opening degree of the adjustment valve of the loop inwhich the first battery is located to be reduced, so that the coolingpower of the first battery is reduced. If P12<P22, and P22−P12=Pc2, thecontroller keeps the cooling power of the second battery unchanged, orcontrols the opening degree of the adjustment valve 58 of the loop inwhich the second battery is located to be reduced, so that the coolingpower of the second battery is reduced.

If Pz+P4+Pc>P (and Pz+Pc≤P), determining is performed as follows:

Whether the temperature of the first battery and the temperature of thesecond battery are greater than 45° C. is determined. If greater than45° C., the controller preferentially provides the cooling power forbattery cooling, and the compressor runs according to the maximumrefrigerating power; and moreover, the rotational speed of the pump isincreased, the cooling power of the battery cooling branch is increasedby Pc, and the power of the intra-vehicle cooling branch is reduced byPc. If P11≥P21, and P11−P21=Pc1, the controller controls the openingdegree of the adjustment valve of the loop in which the first battery islocated to be increased, so that the cooling power of the first batteryis increased by Pc1. If P12≥P22, and P12−P22=Pc2, the controllercontrols the opening degree of the adjustment valve of the loop in whichthe second battery is located to be increased, so that the cooling powerof the second battery is increased by Pc2. If P11<P12, and P21−P11=Pc1,the controller keeps the cooling power of the first battery unchanged,or controls the opening degree of the adjustment valve of the loop inwhich the first battery is located to be reduced, so that the coolingpower of the battery is reduced. If P12<P22, and P22−P12=Pc2, thecontroller keeps the cooling power of the second battery unchanged, orcontrols the opening degree of the adjustment valve of the loop in whichthe second battery is located is controlled to be reduced, so that thecooling power of the second battery is reduced.

If the temperature of the battery is not greater than 45° C., and theintra-vehicle temperature has not reached the set temperature, thecontroller preferentially provides the cooling power to the inside ofthe vehicle, the compressor runs according to the maximum refrigeratingpower P, the rotational speed of the pump is increased, the coolingpower of the intra-vehicle cooling branch is P4, and the cooling powerof the battery cooling branch is equal to P−P4. In the cooling branch ofthe first battery 61 and the cooling branch of the second battery 62,the cooling power is reduced in proportion. The proportion may be:(P−P4)/(P11+P12). The cooling power of the first battery isP11*(P−P4)/(P11+P12), and the cooling power of the second battery isP12*(P−P4)/(P11+P12).

If the intra-vehicle temperature has reached the set temperature, thecontroller preferentially satisfies the cooling power of the battery,the compressor runs at the maximum power P, the opening degree of thesecond expansion valve is increased, and the rotational speed of thepump is increased, so that the cooling power of the battery coolingbranch is increased by Pc. Moreover, processing is performed as follows:

If P11≥P21, and P11−P21=Pc1, the controller controls the opening degreeof the adjustment valve of the loop in which the first battery islocated to be increased, so that the cooling power of the first batteryis increased by Pc1. If P12≥P22, and P12−P22=Pc2, the controllercontrols the opening degree of the adjustment valve of the loop in whichthe second battery is located to be increased, so that the cooling powerof the second battery is increased by Pc2. If P11<P12, and P21−P11=Pc1,the controller keeps the cooling power of the first battery unchanged,or controls the opening degree of the adjustment valve of the loop inwhich the first battery is located to be reduced, so that the coolingpower of the battery is reduced. If P12<P22, and P22−P12=Pc2, thecontroller keeps the cooling power of the second battery unchanged, orcontrols the opening degree of the adjustment valve of the loop in whichthe second battery is located to be reduced, so that the cooling powerof the second battery is reduced.

When Pz≤Pf, and the power that needs to be adjusted is Pc (Pc=Pf−Pz),the controller maintains the refrigerating power of the compressorunchanged, or reduces the refrigerating power of the compressor, orreduces the opening degree of the second expansion valve, or reduces therotational speed of the pump is reduced. If P11≥P21, and P11−P21=Pc1,the controller controls the opening degree of the adjustment valve ofthe loop in which the first battery is located to be increased, so thatthe cooling power of the first battery is increased by Pc1. If P12≥P22,and P12−P22=Pc2, the controller controls the opening degree of theadjustment valve 58 of the loop in which the second battery is locatedto be increased, so that the cooling power of the battery is increasedby Pc2. If P11<P12, and P21−P11=Pc1, the controller keeps the coolingpower of the first battery 61 unchanged, or controls the opening degreeof the adjustment valve of the loop in which the first battery islocated to be reduced, so that the cooling power of the first battery isreduced. If P12<P22, and P22−P12=Pc2, the controller keeps the coolingpower of the second battery unchanged, or controls the opening degree ofthe adjustment valve of the loop in which the second battery is locatedto be reduced, so that the cooling power of the second battery isreduced.

When the temperature of the vehicle-mounted battery is less than thesecond temperature threshold (for example, 0° C.), the temperatureadjustment system for a vehicle-mounted battery operates in the heatingmode. If Pz>Pf, and the power that needs to be adjusted is Pc(Pc=Pz−Pf), the heating power of the heater is increased by Pc, and therotational speed of the pump is increased. Moreover, processing isperformed as follows:

If P11≥P21, and P11−P21=Pc1, the controller controls the opening degreeof the adjustment valve of the loop in which the first battery islocated to be increased, so that the heating power of the first batteryis increased by Pc1. If P12≥P22, and P12−P22=Pc2, the controllercontrols the opening degree of the adjustment valve of the loop in whichthe second battery is located to be increased, so that the heating powerof the second battery is increased by Pc2. If P11<P12, and P21−P11=Pc1,the controller keeps the cooling power of the first battery unchanged,or controls the opening degree of the adjustment valve of the loop inwhich the first battery is located to be reduced, so that the heatingpower of the first battery is reduced. If P12<P22, and P22−P12=Pc2, thecontroller keeps the cooling power of the second battery, or controlsthe opening degree of the adjustment valve of the loop in which thesecond battery is located to be reduced, so that the heating power ofthe second battery is reduced.

If Pz≤Pf, and the power that needs to be adjusted is Pc (Pc=Pz−Pf), thepower of the heater is kept unchanged or reduced by the heating powerPc, or the rotational speed of the pump is reduced. Moreover, processingis performed as follows:

If P11≥P21, and P11−P21=Pc1, the controller controls the opening degreeof the adjustment valve of the loop in which the first battery islocated to be increased, so that the heating power of the first batteryis increased by Pc1. If P12≥P22, and P12−P22=Pc2, the controllercontrols the opening degree of the adjustment valve of the loop in whichthe second battery is located to be increased, so that the heating powerof the second battery is increased by Pc2. If P11<P12, and P21−P11=Pc1,the controller keeps the heating power of the first battery unchanged,or controls the opening degree of the adjustment valve of the loop inwhich the first battery is located to be reduced, so that the heatingpower of the first battery is reduced. If P12<P22, and P22−P12=Pc2, thecontroller keeps the cooling power of the second battery unchanged, orcontrols the opening degree of the adjustment valve of the loop in whichthe second battery is located to be reduced, so that the heating powerof the battery is reduced.

According to an embodiment of the present disclosure, there are aplurality of compressors used for providing a refrigerant to thebattery, and the battery temperature adjustment method may furtherinclude: determining a quantity of to-be-started compressors accordingto the required power P1 of each battery and a maximum refrigeratingpower of each compressor; and controlling, in a cooling mode, acorresponding quantity of compressors to start.

The determining a quantity of to-be-started compressors according to therequired power P1 of each battery and a maximum refrigerating power P ofeach compressor specifically includes: generating a total actual powerPz according to the required power P1 of each battery; determiningwhether the total required power Pz is greater than the maximumrefrigerating power P of a single compressor; and controlling, if therequired power is greater than the maximum refrigerating power P of thesingle compressor, the plurality of compressors to start simultaneously.

Specifically, when there are a plurality of compressors,correspondingly, there are a plurality of intra-vehicle cooling branchesand a plurality of battery cooling branches. For example, when there aretwo compressors for providing the refrigerant to batteries, there aretwo intra-vehicle cooling branches and two battery cooling branches, andthe temperature adjustment system enters the cooling mode, P1 of eachbattery is obtained, and the total required power Pz of the entiretemperature adjustment system may be calculated by adding P1 of eachbattery. If Pz is less than or equal to the maximum refrigerating powerP of a single compressor, one compressor is controlled to start. If Pzis greater than the maximum refrigerating power P of a singlecompressor, two compressors are controlled to start simultaneously andoperate, to satisfy a temperature reduction refrigerating powerrequirement of the battery.

When there are a plurality of compressors used for providing therefrigerant to the battery, if a sum of maximum refrigerating powers ofthe plurality of compressors is P5, the cooling power of the battery maybe adjusted as follows:

(1) When Pz>Pf, the power that needs to be adjusted is Pc (Pc=Pz−Pf),and if Pz+P4+Pc≤P5, the refrigerating power that the compressor needs toincrease is Pc, the opening degree of the second expansion valve isincreased, and the rotational speed of the pump is increased. Moreover,processing is performed as follows:

If P11≥P21, and P11−P21=Pc1, the controller controls the opening degreeof the adjustment valve of the loop in which the first battery islocated to be increased, so that the cooling power of the first batteryis increased by Pc1. If P12≥P22, and P12−P22=Pc2, the controllercontrols the opening degree of the adjustment valve of the loop in whichthe second battery is located to be increased, so that the cooling powerof the second battery is increased by Pc2. If P11<P12, and P21−P11=Pc1,the controller keeps the cooling power of the first battery unchanged,or controls the opening degree of the adjustment valve of the loop inwhich the first battery is located to be reduced, so that the coolingpower of the first battery is reduced. If P12<P22, and P22−P12=Pc2, thecontroller keeps the cooling power of the second battery is keptunchanged, or controls the opening degree of the adjustment valve of theloop in which the second battery is located to be reduced, so that thecooling power of the battery is reduced.

If Pz+P4+Pc>P5 (and Pz+Pc≤P5), determining is performed as follows:

Whether the temperature of the battery is greater than 45° C. isdetermined. If greater than 45° C., the controller preferentiallyprovides the cooling power for battery cooling, and the compressor runsaccording to the maximum refrigerating power; and moreover, therotational speed of the water pump is increased, the cooling power ofthe battery cooling branch is increased by Pc, and the power of theintra-vehicle cooling branch is reduced by Pc.

If P11≥P21, and P11−P21=Pc1, the controller controls the opening degreeof the adjustment valve 58 of the loop in which the first battery islocated to be increased, so that the cooling power of the battery isincreased by Pc1. If P12≥P22, and P12−P22=Pc2, the controller controlsthe opening degree of the adjustment valve of the loop in which thesecond battery is located to be increased, so that the cooling power ofthe second battery is increased by Pc2. If P11<P12, and P21−P11=Pc1, thecontroller keeps the cooling power of the battery unchanged, or controlsthe opening degree of the adjustment valve of the loop in which thefirst battery is located to be reduced, so that the cooling power of thefirst battery is reduced. If P12<P22, and P22−P12=Pc2, the controllerkeeps the cooling power of the second battery unchanged, or controls theopening degree of the adjustment valve of the loop in which the secondbattery is located to be reduced, so that the cooling power of thesecond battery is reduced.

If the temperature of the battery is not greater than 45° C., and theintra-vehicle temperature has not reached the set temperature, thecontroller preferentially provides the cooling power to the inside ofthe vehicle, all compressors run according to the maximum refrigeratingpower, the rotational speed of the water pump is increased through thebattery heat management controller, the cooling power of theintra-vehicle cooling branch is P4, and the cooling power of the batterycooling branch is equal to P5−P4. In the cooling branch of the firstbattery and the cooling branch of the second battery, the cooling poweris reduced in proportion. The proportion may be: (P5−P4)/(P11+P12). Thecooling power of the first battery 61 is P11*(P5−P4)/(P11+P12), and thecooling power of the second battery 62 is P12*(P5−P4)/(P11+P12).

If the intra-vehicle temperature has reached the set temperature, thecontroller preferentially satisfies the cooling power of the battery,all compressors run at the maximum power, the opening degree of thesecond expansion valve is increased, and the rotational speed of thewater pump is increased, so that the cooling power of the batterycooling branch is increased by Pc. Moreover, processing is performed asfollows:

If P11>P21, and P11−P21=Pc1, the controller controls the opening degreeof the adjustment valve 58 of the loop in which the first battery islocated to be increased, so that the cooling power of the first batteryis increased by Pc1. If P12>P22, and P12−P22=Pc2, the controllercontrols the opening degree of the adjustment valve of the loop in whichthe second battery is located to be increased, so that the cooling powerof the second battery is increased by Pc2. If P11<P12, and P21−P11=Pc1,the controller keeps the cooling power of the first battery unchanged,or controls the opening degree of the adjustment valve 58 of the loop inwhich the first battery is located to be reduced, so that the coolingpower of the first battery is reduced. If P12<P22, and P22−P12=Pc2, thecontroller keeps the cooling power of the second battery unchanged, orcontrols the opening degree of the adjustment valve of the loop in whichthe second battery is located to be reduced, so that the cooling powerof the battery is reduced.

(2) When Pz≤Pf, and the power that needs to be adjusted is Pc(Pc=Pf−Pz), the controller maintains the refrigerating power of thecompressor unchanged, or reduces the refrigerating power of thecompressor, or reduces the opening degree of the second expansion valve,or reduces the rotational speed of the pump. If P11≥P21, andP11−P21=Pc1, the controller controls the opening degree of theadjustment valve of the loop in which the first battery is located to beincreased, so that the cooling power of the first battery is increasedby Pc1. If P12≥P22, and P12−P22=Pc2, the controller controls the openingdegree of the adjustment valve of the loop in which the second batteryis located to be increased, so that the cooling power of the battery isincreased by Pc2. If P11<P12, and P21−P11=Pc1, the controller keeps thecooling power of the first battery unchanged, or controls the openingdegree of the adjustment valve of the loop in which the first battery islocated to be reduced, so that the cooling power of the first battery isreduced. If P12<P22, and P22−P12=Pc2, the controller keeps the coolingpower of the second battery unchanged, or controls the opening degree ofthe adjustment valve of the loop in which the second battery is locatedto be reduced, so that the cooling power of the second battery isreduced.

When the temperature of the vehicle-mounted battery is less than thesecond temperature threshold (for example, 0° C.), the temperatureadjustment system for a vehicle-mounted battery operates in the heatingmode. If Pz>Pf, and the power that needs to be adjusted is Pc(Pc=Pz−Pf), the heating power of the heater 53 is increased by Pc, andthe rotational speed of the pump 51 is increased. Moreover, processingis performed as follows:

If P11≥P21, and P11−P21=Pc1, the controller controls the opening degreeof the adjustment valve 58 of the loop in which the first battery 61 islocated to be increased, so that the heating power of the first battery61 is increased by Pc1. If P12≥P22, and P12−P22=Pc2, the controllercontrols the opening degree of the adjustment valve 58 of the loop inwhich the second battery 62 is located to be increased, so that theheating power of the second battery 62 is increased by Pc2. If P11<P12,and P21−P11=Pc1, the controller keeps the heating power of the firstbattery 61 unchanged, or controls the opening degree of the adjustmentvalve 58 of the loop in which the first battery 61 is located to bereduced, so that the heating power of the first battery 61 is reduced.If P12<P22, and P22−P12=Pc2, the controller keeps the cooling power ofthe second battery 62 unchanged, or controls the opening degree of theadjustment valve 58 of the loop in which the second battery 62 islocated to be reduced, so that the heating power of the second battery62 is reduced.

If Pz≤Pf, and the power that needs to be adjusted is Pc (Pc=Pz−Pf), thepower of the heater is kept unchanged or is reduced by the heating powerPc, or the rotational speed of the pump is reduced. Moreover, processingis performed as follows:

If P11≥P21, and P11−P21=Pc1, the controller controls the opening degreeof the adjustment valve 58 of the loop in which the first battery 61 islocated to be increased, so that the heating power of the first battery61 is increased by Pc1. If P12≥P22, and P12−P22=Pc2, the controllercontrols the opening degree of the adjustment valve 58 of the loop inwhich the second battery 62 is located to be increased, so that theheating power of the second battery 62 is increased by Pc2. If P11<P12,and P21−P11=Pc1, the controller keeps the cooling power of the firstbattery 61 unchanged, or controls the opening degree of the adjustmentvalve 58 of the loop in which the first battery 61 is located to bereduced, so that the heating power of the first battery 61 is reduced.If P12<P22, and P22−P12=Pc2, the controller keeps the cooling power ofthe second battery 62 unchanged, or controls the opening degree of theadjustment valve 58 of the loop in which the second battery 62 islocated to be reduced, so that the heating power of the battery 62 isreduced.

In the temperature adjustment method for a vehicle-mounted batteryaccording to this embodiment of the present disclosure, the requiredpowers of the plurality of batteries connected in parallel are firstobtained respectively; then the actual powers of the plurality ofbatteries connected in parallel are obtained respectively; and finallythe temperatures of the plurality of batteries connected in parallel arerespectively adjusted according to the required powers and the actualpowers of the plurality of batteries connected in parallel. Therefore,the method may precisely control the heating power and the cooling powerof each battery according to an actual status of each battery, andadjust the temperature of the battery when the temperature isexcessively high or excessively low, so that the temperature of thebattery is maintained within a preset range, to avoid a case ofaffecting performance of the vehicle-mounted battery because of thetemperature.

When there are a plurality of vehicle-mounted batteries, and thebatteries are disposed independent of each other, the present disclosurefurther proposes another temperature adjustment system for avehicle-mounted battery.

Specifically, as shown in FIG. 13, the temperature adjustment systemincludes: a plurality of compressors 1, a plurality of condensers 2, aplurality of battery cooling branches 4, and a plurality of batterytemperature adjustment modules 5.

The plurality of condensers 2 are connected to the plurality ofcompressors 1, the plurality of battery cooling branches 4 are connectedbetween the plurality of compressors 1 and the plurality of condensers2, and the plurality of battery cooling branches 4 are in communicationwith each other. The battery temperature adjustment modules 5 arerespectively connected to a plurality of batteries 6 and the pluralityof battery cooling branches 4, and are used for respectively obtainingrequired powers P1 and actual powers P2 of the plurality of batteries,adjusting temperatures of the batteries according to the required powersP1 and the actual powers P2, and adjusting, according to the requiredpowers P1 and the actual powers P2, opening degrees of refrigeratingcapacities provided by the plurality of compressors 1 to the batterycooling branches 4 corresponding to the batteries 6.

According to an embodiment of the present disclosure, the adjustingtemperatures of the batteries according to the required powers P1 andthe actual powers P2 specifically includes: adjusting the temperaturesof the batteries within a target time t according to the required powersP1 and the actual powers P2, to reach target temperatures.

That is to say, when the battery temperature adjustment module 5performs temperature adjustment on each battery 6 according to therequired power P1 and the actual power P2, it may be ensured that aheating power and a cooling power of the vehicle-mounted battery areprecisely controlled according to an actual status of each battery 6within the target time t, thereby adjusting the temperature of thevehicle-mounted battery when the temperature is excessively high orexcessively low.

As shown in FIG. 13, using two compressors 1, two battery coolingbranches 4, two battery temperature adjustment modules 5, and twobatteries 6 as an example, the battery cooling branches 4 may include afirst battery cooling branch 401 and a second battery cooling branch 402that respectively correspond to a first battery 61 and a second battery62.

When the cooling liquid of the air conditioner does not access thebattery temperature adjustment module 5, the battery cooling branch 4has two ducts, a first duct is in communication with the compressor 1,and a second duct is in communication with the battery temperatureadjustment module 5, where the first duct and the second duct areadjacently disposed independent of each other. Using the first batterycooling branch 401 in which the first battery 61 is located as anexample, when the temperature of the first battery 61 is excessivelyhigh, a refrigerating function of the vehicle-mounted air conditioner isturned on, a battery cooling function is started, and flowing directionsof the cooling liquid (for example, a cooling medium) in the first ductand the second duct are respectively: the compressor 1—the condenser2—the first battery cooling branch 401—the compressor 1; and the firstbattery cooling branch 401—the battery temperature adjustment module5—the first battery 61—the battery temperature adjustment module 5—thefirst battery cooling branch 401.

It may be understood that, each battery temperature adjustment module 5may adjust the refrigerating power/heating power of a battery accordingto the required power P1 and the actual power P2 of the correspondingbattery by adjusting the flow of the cooling liquid flowing into thecorresponding battery cooling branch 4, thereby ensuring that thetemperature of the battery is adjusted within the target time taccording to an actual status of each battery. Moreover, because theplurality of battery cooling branches 4 are in communication with eachother, the battery temperature adjustment modules 5 may adjust theopening degrees of the refrigerating capacities of the battery coolingbranches 4 corresponding to the batteries according to the temperaturesof the batteries, to ensure temperature balancing between the batteries.Therefore, the temperatures may be adjusted within the target time whenthe temperatures of the vehicle-mounted batteries are excessively highor excessively low, thereby maintaining the temperatures of thevehicle-mounted batteries within a preset range, avoiding a case ofaffecting performance of the vehicle-mounted batteries because of thetemperatures, and ensuring temperature balancing between the batteries.

According to an embodiment of the present disclosure, as shown in FIG.13, a battery cooling branch 4 may include a heat exchanger 41, the heatexchanger 41 includes a first duct and a second duct, the second duct isconnected to a battery temperature adjustment module 5, and the firstduct is in communication with a compressor 1, where the first duct andthe second duct are adjacently disposed independent of each other.

The battery temperature adjustment module 5 may include: a flow path ofadjusting the temperature of the battery (not specifically shown in thefigure), where the flow path is disposed in the battery 6; and a pump51, a medium container 52, a heater 53, and a controller (notspecifically shown in the figure) that are connected between the flowpath and the heat exchanger 41. The controller obtains required powersP1 for a plurality of batteries 6 and actual powers P2 of the batteries,and adjusts a temperature of a battery 6 according to the required powerP1 and the actual power P2 of each battery. The battery cooling branch 4may further include a second expansion valve 42 and a second electronicvalve 43.

As shown in FIG. 13, the first battery cooling branch 401 may furtherinclude a first adjustment valve 411 and a third adjustment valve 413;and the second battery cooling branch 402 may further include a secondadjustment valve 412 and a fourth adjustment valve 414. For details ofconnection manners of the adjustment valves, refer to FIG. 13, anddetails are not described herein.

As shown in FIG. 13, the compressor 11 respectively controls, throughthe first adjustment valve 411 and the second adjustment valve 412,flows of the cooling medium flowing toward the branch 401 and the branch402. The compressor 12 respectively controls, through the thirdadjustment valve 413 and the fourth adjustment valve 414, flows of thecooling medium flowing toward the branch 401 and the branch 402. Thecooling power of the battery cooling branch 401 is related to the flowsof the cooling medium in the first adjustment valve 411 and the thirdadjustment valve 413. The cooling power of the battery cooling branch402 is related to the flows of the cooling medium in the secondadjustment valve 412 and the fourth adjustment valve 414.

It may be understood that, the battery cooling branch 4 mayalternatively be not provided with the heat exchanger 41, and a coolingmedium flows in the battery cooling branch 4 without the heat exchanger41. If the battery cooling branch 4 is provided with the heat exchanger41, a cooling medium flows in the first duct in the battery coolingbranch 4, and a cooling liquid flows in the second duct.

According to an implementation example of the present disclosure, asshown in FIG. 13, the battery temperature adjustment module 5 mayfurther include a first temperature sensor 55 disposed on an inlet ofthe flow path, a second temperature sensor 56 disposed on an outlet ofthe flow path, and a flow velocity sensor 57. It may be understood that,locations of the inlet and the outlet of the flow path are not absolute,but are determined according to steering of the pump 51.

Specifically, the heat exchanger 41 may be a plate heat exchanger, andthe plate heat exchanger may be installed in the vehicle-mounted airconditioner, so that the entire refrigerant loop is in thevehicle-mounted air conditioner, to facilitate pre-deliverycommissioning of the vehicle-mounted air conditioner; and thevehicle-mounted air conditioner may be individually supplied andassembled, and moreover, the vehicle-mounted air conditioner only needsto be filled with the refrigerant once in an installing process. Thecooling liquid flows into the battery 6 from the inlet of the flow path,and flows out from the outlet of the flow path, thereby implementingheat exchange between the battery 6 and the cooling liquid.

The pump 51 is mainly used for providing power, and the medium container52 is mainly used for storing the cooling liquid and receiving thecooling liquid added to the temperature adjustment system. When thecooling liquid in the temperature adjustment system is reduced, thecooling liquid in the medium container 52 may be automaticallysupplemented. The heater 53 may be a PTC heater, may perform CANcommunication with the controller, to provide a heating power to thetemperature adjustment system for a vehicle-mounted battery, and iscontrolled by the controller. Moreover, the heater 53 is not in directcontact with the battery 6, to have relatively high safety, reliability,and practicability.

The first temperature sensor 55 is used for detecting the temperature ofthe cooling liquid on the inlet of the flow path, and the secondtemperature sensor 56 is used for detecting the temperature of thecooling liquid on the outlet of the flow path. The flow velocity sensor57 is used for detecting flow velocity information of the cooling liquidin the corresponding duct. The second electronic valve 43 is used forcontrolling opening and closing of the corresponding battery coolingbranch 4, and the second expansion valve 42 may be used for controllingthe flow of the cooling liquid in the corresponding battery coolingbranch 4. The controller may simultaneously control the flows of thecooling liquid in the two cooling branches of the first battery 61 andthe second battery 62 by adjusting opening degrees of the first to thefourth adjustment valves 411 to 414, thereby balancing the temperaturesof the two batteries. Moreover, the controller may further perform CANcommunication with the vehicle-mounted air conditioner and the heater53, and may control the rotational speed of the pump 51 and monitor thetemperature and flow information of the cooling liquid; and may furtherperform management on the battery 6, detect the voltage and temperatureinformation of the battery 6, and control on/off of the temperatureadjustment system for a vehicle-mounted battery.

How does each battery temperature adjustment module 5 obtain therequired power P1 and the actual power P2 for a corresponding battery 6is described below with reference to specific embodiments.

According to an embodiment of the present disclosure, the controller maybe configured to: obtain a first parameter when enabling temperatureadjustment on each battery, and generate a first required power of eachbattery according to the first parameter; obtain a second parameter whenenabling temperature adjustment on each battery, and generate a secondrequired power of each battery according to the second parameter; andgenerate the required power P1 of each battery according to the firstrequired power of each battery and the second required power of eachbattery.

According to an embodiment of the present disclosure, the firstparameter includes an initial temperature when enabling temperatureadjustment on the battery 6, the target temperature, and the target timet for reaching the target temperature from the initial temperature, andthe controller obtains a first temperature difference ΔT₁ between theinitial temperature and the target temperature, and generates the firstrequired power according to the first temperature difference ΔT₁ and thetarget time t.

The controller generates the first required power through the followingformula (1):

ΔT₁*C*M/t  (1)

where ΔT₁ is the first temperature difference between the initialtemperature and the target temperature, t is the target time, C is aspecific heat capacity of the battery 6, and M is a mass of the battery6.

The second parameter is an average current I of each battery 6 within apreset time, and the controller generates the second required powerthrough the following formula (2):

I²*R  (2)

where I is the average current, and R is an internal resistance of thebattery 6.

When the battery 6 is cooled, P1=ΔT₁*C*M/t+I²*R; and when the battery 6is heated, P1=ΔT₁*C*M/t−I²*R.

According to an embodiment of the present disclosure, the controllergenerates a second temperature difference ΔT₂ of each battery accordingto an inlet temperature detected by the first temperature sensor 55 andan outlet temperature detected by the second temperature sensor 56 thatare in a loop in which each battery 6 is located, and generates theactual power P2 of each battery according to the second temperaturedifference ΔT₂ of each battery and a flow velocity v that is detected bythe flow velocity sensor 57.

According to an embodiment of the present disclosure, the actual powerP2 is generated through the following formula (3):

ΔT₂*c*m  (3)

where ΔT₂ is the second temperature difference, c is a specific heatcapacity of the cooling liquid in the flow path, and m is a mass of thecooling liquid flowing through a cross section of the flow path within aunit time, where m=v*ρ*s, v is a flow velocity of the cooling liquid, ρis a density of the cooling liquid, and s is a cross-sectional area ofthe flow path.

Specifically, after the vehicle is powered on, the controller determineswhether temperature adjustment needs to be performed on the vehicle; andif it is determined that temperature adjustment needs to be performed onthe vehicle, the controller enables a temperature adjustment function,and sends information about a low rotational speed to the pump 51, andthe pump begins operating at a default rotational speed (for example,low rotational speed). Then, the controller obtains the initialtemperature (that is, current temperature) of each battery 6, the targettemperature, and the target time t for reaching the target temperaturefrom the initial temperature, where the target temperature and thetarget time t may be preset according to an actual situation, and thefirst required power of each battery is calculated according to theformula (1). Moreover, the controller obtains the average current I ofeach battery 6 within the preset time, and the second required power ofeach battery is calculated according to the formula (2). Then, thecontroller calculates the required power P1 (that is, the required powerfor adjusting the temperature of each battery 6 to the targettemperature within the target time) according to the first requiredpower and the second required power of each battery 6. Moreover, thecontroller obtains temperature information detected by the firsttemperature sensor 55 and the second temperature sensor 56 that are setcorresponding to each battery, and obtains flow velocity informationdetected by each flow velocity sensor 57, and the actual power P2 ofeach battery 6 is calculated according to the formula (3). Finally, thecontroller may adjust, according to the required power P1 and the actualpower P2 of a corresponding battery, the refrigerating power of thebattery by adjusting the flow of the cooling liquid flowing into thecorresponding battery cooling branch 4, or adjust the heating power byadjusting the heater, thereby ensuring that the temperature of thebattery is adjusted within the target time t according to an actualstatus of each battery.

How to adjust the temperature of each battery 6 according to therequired power P1 and the actual power P2 of each battery 6 is describedbelow with reference to specific embodiments.

According to an embodiment of the present disclosure, the controller maybe used for generating the total required power Pz according to therequired power P1 of each battery, generating the total maximumrefrigerating power P5 of the plurality of compressors according to themaximum refrigerating powers P of the plurality of compressors, anddetermining whether the total required power Pz is greater than thetotal maximum refrigerating power P5 of the plurality of compressors,where when the total required power Pz is greater than the total maximumrefrigerating power P5 of the plurality of compressors, the controlleradjusts, to the maximum, the opening degrees of the refrigeratingcapacities provided by the plurality of compressors 1 to the batterycooling branches 4 corresponding to the batteries; and when the totalrequired power Pz is less than or equal to the total maximumrefrigerating power P5 of the plurality of compressors, the controlleradjusts the opening degrees of the refrigerating capacities of thebattery cooling branches 4 corresponding to the batteries 6 according toa difference between the total required power Pz and the total maximumrefrigerating power P5.

Specifically, as shown in FIG. 13, when the batteries are cooled, thecontroller may calculate the total required power Pz of the entiretemperature adjustment system according to the required powers P1 of allof the batteries, that is, obtain the total required power Pz by addingthe required powers P1 of all of the batteries. Moreover, the controllercalculates the total maximum refrigerating power P5 of the plurality ofcompressors according to the maximum refrigerating power P of eachcompressor 1, that is, may obtain the total maximum refrigerating powerP5 by adding the maximum refrigerating power P of each compressor 1.Then, the controller determines whether Pz>P5, and if yes, thecontroller adjusts the opening degree of each second expansion valve 42to the maximum, to increase the flow of the cooling liquid flowing intoeach battery cooling branch 4, so that the battery may completetemperature reduction within the target time. If Pz≤P5, the controlleradjusts the opening degree of each second expansion valve 42 accordingto a difference between Pz and P5, where a larger absolute value of thedifference between Pz and P5 indicates a smaller opening degree of thesecond expansion valve 42, to save energy sources.

According to an embodiment of the present disclosure, the controller isfurther configured to: detect temperatures of a plurality of batteries;control, when a temperature of any one of the plurality of batteries 6is greater than a first temperature threshold, the temperatureadjustment system to enter a cooling mode; and control, when atemperature of any one of the plurality of batteries is less than asecond temperature threshold, the temperature adjustment system to entera heating mode. The first temperature threshold and the secondtemperature threshold may be preset according to an actual situation.For example, the first temperature threshold may be 40° C., and thesecond temperature threshold may be 0° C.

Specifically, after the vehicle is powered on, the controller detectsthe temperature of each battery 6 in real time, and performsdetermining. If a temperature of one of the batteries 6 is higher than40° C., it indicates that the temperature of the battery 6 isexcessively high in this case. To prevent the high temperature fromaffecting performance of the battery 6, temperature reduction processingneeds to be performed on the battery 6, and the controller controls thetemperature adjustment system to enter the cooling mode, sendsinformation about starting the battery cooling function to the airconditioner system, and controls the corresponding second electronicvalve 43 to be turned on, so that the cooling liquid performs heatexchange with the battery 6 to reduce the temperature of the battery 6.

If a temperature of a battery 6 is less than 0° C., it indicates thatthe temperature of the battery 6 is excessively low in this case. Toprevent the low temperature from affecting performance of the battery 6,temperature increase processing needs to be performed on the battery 6,the controller controls the temperature adjustment system to enter aheating mode, controls the second electronic valve 43 to be turned off,and controls the corresponding heater 53 to be turned on, to provide theheating power to the temperature adjustment system. When the temperatureadjustment system operates in the heating mode, the heater 53 providesthe heating power. Using an example of heating the first battery 61, aflowing direction of the cooling liquid in the loop in which the firstbattery 61 is located is: the medium container 52—the heat exchanger41—the heater 53 (turned on)—the pump 51—the first temperature sensor55—the first battery 61—the second temperature sensor 56—the flowvelocity sensor 57—the medium container 52; and cycling is performed inthis way, to implement temperature increase on the first battery 61.

According to an embodiment of the present disclosure, when thetemperature adjustment system is in the cooling mode, and a requiredpower P1 of a battery is greater than the actual power P2 correspondingto the battery, the controller obtains a power difference between therequired power P1 and the actual power P2 of the battery, and increases,according to the power difference, the power of the compressor 1 usedfor cooling the battery, or performs adjustment to increase the flow ofthe cooling liquid in the battery cooling branch 4 corresponding to thebattery 6, to increase the cooling power of the battery; and when arequired power P1 of a battery is less than or equal to the actual powerP2 corresponding to the battery, the controller reduces the power of thecompressor or keeps the power of the compressor unchanged, or performsadjustment to reduce the flow of the cooling liquid in the batterycooling branch 4 corresponding to the battery 6, to reduce the coolingpower of the battery.

Specifically, when operating in the cooling mode, the controller obtainsP1 and P2 of each battery 6, and performs determining. If P1 for one ofthe batteries 6 is greater than P2, it indicates that the temperaturereduction on the battery 6 cannot be completed within the target timeaccording to the current refrigerating power or flow of the coolingliquid. Therefore, the controller obtains a power difference between P1and P2 of the battery, and increases, according to the power difference,the power of the compressor 1 used for cooling the battery, or increasesthe flow of the cooling liquid in the battery cooling branch 4 in whichthe battery is located, to increase the cooling power of the battery,where a larger power difference between P1 and P2 indicates largerincrease of the power of the corresponding compressor 1 and the flow ofthe cooling liquid of the battery, so that the temperature of thebattery is reduced to the target temperature within the preset time t.If P1 of one of the batteries 6 is less than or equal to P2, the powerof the compressor 1 used for cooling the battery may be kept unchangedor the power of the compressor 1 is properly reduced, or the flow of thecooling liquid in the battery cooling branch 4 in which the battery islocated is reduced, to reduce the cooling power of the battery. When thetemperatures of all of the batteries 6 are less than 35° C., cooling onthe batteries 6 is completed, the controller sends information aboutturning off a temperature adjustment function to the vehicle-mounted airconditioner through CAN communication, and controls all secondelectronic valves 43 to be turned off. If the temperature of the battery6 is still higher than 35° C. after the temperature adjustment systemhas entered the cooling mode for a relatively long time, for example, 1hour, the controller properly increases the power of the correspondingcompressor 1 or the rotational speed of the pump, so that the batterycompletes temperature reduction as soon as possible.

According to an embodiment of the present disclosure, when thetemperature adjustment system is in the heating mode, and a requiredpower P1 of a battery is greater than the actual power P2, thecontroller obtains a power difference between the required power P1 andthe actual power P2 of the battery, and increases, according to thepower difference, the power of the heater 53 used for heating thebattery, to increase the heating power of the battery; and when arequired power P1 of a battery is less than or equal to the actual powerP2, the controller reduces the power of the heater 53 or keeps the powerof the heater 53 unchanged.

Specifically, when the temperature adjustment system is in the heatingmode, the controller obtains P1 and P2 of each battery 6, and performsdetermining. If P1 for one of the batteries 6 is greater than P2, itindicates that temperature increase on the battery 6 cannot be completedwithin the target time according to the current heating power or flow ofthe cooling liquid. Therefore, the controller obtains a power differencebetween P1 and P2 of the battery, and increases, according to the powerdifference, the power of the heater 53 used for heating the battery 6,so that temperature adjustment on the battery may be completed withinthe target time. A larger difference between P1 and P2 indicates largerincrease of the power of the heater 53. If P1 of a battery is less thanor equal to P2, the controller may properly reduce the power of theheater 53, to save electric energy, or keep the power of the heater 53unchanged. When the temperatures of all of the batteries 6 are higherthan the preset temperature, for example, 10° C., heating on thebatteries 6 is completed, and the controller controls the heater 53 tobe turned off. If the temperature of the battery 6 is still lower than10° C. after the temperature adjustment system has entered the heatingmode for a relatively long time, for example, 1 hour, the controllerproperly increases the power of the heater 53, so that the batterycompletes temperature increase as soon as possible.

For example, as shown in FIG. 13, because heating functions of the firstbattery 61 and the second battery 62 are independent of each other, andthe first battery 61 and the second battery 62 are each heated by usinga heater, power adjustment of the battery heating function is describedby using only the first battery 61 as an example. (It is assumed thatP11 is the required power of the first battery 61, P21 is the actualpower of the first battery 61, and a power difference between P11 andP21 is P31)

If P11>P21, and the power that needs to be adjusted is P31(P31=P11−P21), the heating power of the heater 53 is increased by P31,and the rotational speed of the pump 51 is increased.

If P11≤P21, and the power that needs to be adjusted is P31(P31=P11−P21), the power of the heater 53 is kept unchanged, or thepower of the heater 53 is reduced by P31, or the rotational speed of thepump 51 is reduced.

According to an embodiment of the present disclosure, the controller isfurther configured to reduce the rotational speed of the pump 51 whenthe required power P1 of a battery is less than the corresponding actualpower P2, and increase the rotational speed of the pump 51 when therequired power P1 of a battery is greater than the corresponding actualpower P2.

Specifically, when the temperature adjustment system enters the heatingmode or cooling mode, if P1 of a battery 6 is less than P2, thecontroller controls the rotational speed of the corresponding pump 51 tobe reduced, to save electric energy. If P1 of a battery 6 is greaterthan P2, in addition to controlling the power of the correspondingheater 53 or compressor 1 to be increased or the flow of the coolingliquid in the loop in which the battery is located to be increased, thecontroller further controls the rotational speed of the pump 51 to beincreased, to increase a mass of the cooling liquid flowing through across section of the cooling flow path within a unit time, therebyincreasing the actual power P2 of the battery, to implement temperatureadjustment within the target time t.

According to an embodiment of the present disclosure, there are aplurality of compressors 1 used for providing the refrigerant to thebattery, and the controller is further configured to determine,according to the required power P1 of each battery and a maximumrefrigerating power P of each compressor, a quantity of to-be-startedcompressors, and control, when the temperature adjustment system is inthe cooling mode, the corresponding quantity of compressors 1 to start.

The controller may generate the total required power Pz according to therequired power P1 of each battery, and when determining that the totalrequired power Pz is greater than the maximum refrigerating power P of asingle compressor, the controller controls a plurality of compressors 1to start simultaneously.

Specifically, as shown in FIG. 13, using two compressors 1 as anexample, when the temperature adjustment system enters the cooling mode,the controller obtains P1 of each battery 6, the actual power P2 of eachbattery, and the maximum refrigerating power P of a single compressor;and may calculate the total required power Pz of the entire temperatureadjustment system by adding P1 of each battery, obtain the total actualpower Pf by adding the actual power P2 of each battery, and maycalculate a sum P5 of the maximum refrigerating powers of allcompressors by adding the maximum refrigerating power of eachcompressor. The required power of the first battery 61 is P11, and therequired power of the second battery 62 is P12. The actual power of thefirst battery 61 is P21, and the actual power of the second battery 62is P22. The maximum refrigerating powers P of all compressors are equal.

If Pz≤P, only one compressor 1 needs to be controlled to operate, toprovide the refrigerating power, and two compressors 1 may alternativelybe controlled to operate together. If P<Pz≤P5, the controller needs tocontrol two compressors 1 to operate together, and an initialrefrigerating power of each compressor is Pz/2. If Pz≤P5, the controllercontrols the compressor 1 to run according to the refrigerating powerPz, and adjusts opening degrees of the first to the fourth adjustmentvalves, so that the initial cooling power of the first battery coolingbranch 401 performs cooling according to the refrigerating power P11,and the initial cooling power of the second battery cooling branch 402performs cooling according to the refrigerating power P21. If Pz>P5,each compressor runs according to the maximum refrigerating power P, theinitial cooling power of the first battery cooling branch 401 mayperform cooling according to the refrigerating power P5*[P11/(P11+P12)],and the initial cooling power of the second battery cooling branch 402may perform cooling according to the refrigerating powerP5*[P12/(P11+P12)].

According to an embodiment of the present disclosure, the controller isfurther configured to: in the cooling mode, when a temperaturedifference between the batteries 6 exceeds a set value, increase thecooling power of the battery 6 whose temperature is relatively high, soas to reduce the temperature difference between the batteries 6; and inthe heating mode, when the temperature difference between the batteriesexceeds the set value, increase the heating power of the battery 6 whosetemperature is relatively low.

It may be understood that, when the temperature adjustment systemoperates in the cooling mode, as shown in FIG. 13, the controller mayrespectively calculate the required power P1 of the first battery 61 andthe required power P1 of the second battery 62, and then adjust theopening degree of the corresponding second expansion valve 42 accordingto P1 of each battery and the maximum refrigerating power P of thecompressor. In the cooling process, the controller continues to adjustthe opening degree of the second expansion valve 42 according to theactual power P2 of each battery. Moreover, the controller adjustsallocation of the flow of the cooling liquid in the first batterycooling branch 401 and the second battery cooling branch 402 accordingto a temperature situation between the first battery 61 and the secondbattery 62 by adjusting the opening degrees of the first to the fourthadjustment valves 411 to 414, thereby controlling temperature balancingbetween the first battery 61 and the second battery 62. When thetemperature of the first battery 61 is higher than the temperature ofthe second battery 62 and a difference between them exceeds a set value,opening degrees of the first adjustment valve 411 and the thirdadjustment valve 413 may be increased, and opening degrees of the secondadjustment valve 412 and the fourth adjustment valve 414 may be reduced,to increase the cooling power of the first battery 61; when thetemperature of the first battery 61 and the temperature of the secondbattery 62 are equal, if two compressors 1 provide an equal coolingpower, the controller may control the opening degrees of the first tothe fourth adjustment valves 411 to 414 to be the same; and if twocompressors 1 provide unequal cooling powers, the controller may controlopening degrees of the first adjustment valve 411 and the secondadjustment valve 412 to be equal, and control opening degrees of thethird adjustment valve 413 and the fourth adjustment valve 414 to beequal. When the temperature adjustment system operates in the heatingmode, and the temperature of the first battery 61 is lower than thetemperature of the second battery 62 and the difference exceeds the setvalue, the controller increases the heating power of the heater 53corresponding to the first battery 61. Therefore, temperature balancingbetween two batteries may be kept.

According to an embodiment of the present disclosure, the temperatureadjustment system for a vehicle-mounted battery may be further shown inFIG. 14 and FIG. 15. In FIG. 14, a plurality of compressors (that is, afirst compressor 11 and a second compressor 12 in FIG. 14) are connectedin parallel and share an expansion valve, adjustment valves (that is, afirst adjustment valve 411 and a second adjustment valve 412) are addedto each battery cooling branch, and the flow of the cooling liquidflowing into each battery cooling branch is adjusted through theadjustment valves, to adjust the cooling power of each battery. In FIG.15, a plurality of compressors (that is, a first compressor 11 and asecond compressor 12 in FIG. 15) are connected in parallel and share acondenser 2, each battery cooling branch is provided with a secondexpansion valve 42 and an electronic valve, the flow of the coolingliquid flowing into each battery cooling branch is adjusted by adjustingthe opening degree of the second expansion valve 42, to adjust thecooling power of each battery, and on/off of each battery cooling branchis controlled through the electronic valve.

A temperature adjustment process of the system shown in FIG. 15 isdescribed below with reference to a specific embodiment.

As shown in FIG. 15, the battery may include the first battery and thesecond battery, Pz=P11+P12, P11 is the required power of the firstbattery, P12 is the required power for temperature adjustment on thesecond battery, and Pz is a sum of (the total required power Pz) of therequired power of the first battery and the required power of the secondbattery. Pf=P21+P22, P21 is the actual power of the first battery, P22is the actual power of the second battery, and Pf is a sum of the actualpower of the first battery and the actual power of the second battery. Pis the maximum refrigerating power of a compressor, P5 is a sum of themaximum refrigerating powers of all compressors, and P5=2*P.

Initial allocation of compressor power:

If Pz≤P, only one compressor needs to operate, to provide therefrigerating power, or two compressors operate together; if P<Pz≤P5,two compressors need to operate together, and an initial refrigeratingpower of each compressor is Pz/2; and if Pz>P5, two compressors need tooperate together, and each compressor runs according to the maximumrefrigerating power P.

When Pz≤P5, the compressor runs according to the refrigerating power Pz,and the initial cooling power of the cooling branch of the first battery61 performs cooling according to the refrigerating power P11; and theinitial cooling power of the cooling branch of the second battery 62performs cooling according to the refrigerating power P21. When Pz>P5,each compressor runs according to the maximum refrigerating power P. Theinitial cooling power of the cooling branch of the first battery 61performs cooling according to the refrigerating powerP5*[P11/(P11+P12)]; and the initial cooling power of the cooling branchof the second battery 62 performs cooling according to the refrigeratingpower P5*[P12/(P11+P12)].

In the battery cooling process, the cooling power of the battery needsto be adjusted, and details are as follows:

When Pz>Pf, the power that needs to be adjusted is Pc (Pc=Pz−Pf). IfPz+Pc≤P5, the refrigerating power that the compressor needs to increaseis Pc. Moreover, processing is performed as follows:

If P11≥P21, and P11−P21=Pc1, the controller controls the opening degreeof the expansion valve in the loop in which the first battery 61 islocated to be increased, and controls the rotational speed of the pumpin the loop to be increased, so that the cooling power of the firstbattery 61 is increased by Pc1. If P12≥P22, and P12−P22=Pc2, thecontroller controls the opening degree of the expansion valve in theloop in which the second battery 62 is located to be increased, andcontrols the rotational speed of the pump in the loop to be increased,so that the cooling power of the second battery 62 is increased by Pc2.If P11<P12, and P21−P11=Pc1, the controller keeps the cooling power ofthe first battery 61 unchanged, or controls the opening degree of theexpansion valve 8 of the loop in which the first battery 61 is locatedto be reduced, and controls the rotational speed of the pump in the loopto be reduced, so that the cooling power of the first battery 61 isreduced. If P12<P22, and P22−P12=Pc2, the controller keeps the coolingpower of the second battery 62 unchanged, or controls the opening degreeof the expansion valve of the loop in which the second battery 62 islocated to be reduced, and controls the rotational speed of the pump inthe loop to be reduced, so that the cooling power of the second battery62 is reduced.

If Pz+Pc>P5, each compressor runs according to the maximum refrigeratingpower P, to increase the rotational speed of the water pump. Moreover,processing is performed as follows:

The controller controls the opening degree of the expansion valve in thecooling branch in which the first battery 61 is located, so that thecooling power of the cooling branch of the first battery 61 performscooling according to the refrigerating power P5*[P11/(P11+P12)]; and thecontroller controls the opening degree of the expansion valve in thecooling branch in which the second battery 62 is located, so that thecooling power of the cooling branch of the second battery 62 performscooling according to the refrigerating power P5*[P12/(P11+P12)].

When Pz≤Pf, and the power that needs to be adjusted is Pc (Pc=Pf−Pz),the controller maintains the refrigerating power of the compressorunchanged or reduces the refrigerating power of the compressor.Moreover, processing is performed as follows: If P11≥P21, andP11−P21=Pc1, the controller controls the opening degree of the expansionvalve in the loop in which the first battery 61 is located to beincreased, and controls the rotational speed of the pump in the loop tobe increased, so that the cooling power of the first battery 61 isincreased by Pc1. If P12≥P22, and P12−P22=Pc2, the controller controlsthe opening degree of the expansion valve in the loop in which thesecond battery 62 is located to be increased, and controls therotational speed of the pump in the loop to be increased, so that thecooling power of the battery 62 is increased by Pc2. If P11<P12, andP21−P11=Pc1, the controller keeps the cooling power of the first battery61 unchanged, or controls the opening degree of the expansion valve ofthe loop in which the first battery 61 is located to be reduced, andcontrols the rotational speed of the pump in the loop to be reduced, sothat the cooling power of the first battery 61 is reduced. If P12<P22,and P22−P12=Pc2, the controller keeps the cooling power of the secondbattery 62 unchanged, or controls the opening degree of the expansionvalve of the loop in which the second battery 62 is located to bereduced, and controls the rotational speed of the pump in the loop to bereduced, so that the cooling power of the second battery 62 is reduced.

Adjustment of the heating power:

Because heating functions of the first battery 61 and the second battery62 are independent of each other, each of the first battery 61 and thesecond battery 62 performs heating by using a heater, P11 is therequired power of the first battery 61, P21 is the actual heating powerof the second battery 61, and a power difference is P31. If P11>P21, andthe power that needs to be adjusted is P31 (P31=P11−P21), the heatingpower of the heater is increased by P31, and the rotational speed of thepump is increased. If P11≤P21, and the power that needs to be adjustedis P31 (P31=P11−P21), the power of the heater is kept unchanged or isreduced by the heating power P31, or the rotational speed of the pump isreduced.

Temperature balancing between batteries:

In a process of performing battery cooling, if a battery temperaturedifference between the temperature T61 of the first battery 61 and thetemperature T62 of the second battery 62 exceeds 3° C., and thetemperature value is a preset value, that is, if T61−T62>3° C., thecontroller controls the opening degree of the second expansion valve 42in the cooling branch of the first battery 61 to be increased, orcontrols the rotational speed of the pump in the branch in which thefirst battery 61 is located to be increased; and controls the openingdegree of the second expansion valve 42 in the cooling branch of thesecond battery 62 to be reduced, or controls the rotational speed of thepump in the branch in which the second battery 62 is located to bereduced, so that the cooling power of the first battery 61 is increased,and the cooling power of the second battery 62 is reduced, therebyimplementing temperature balancing between the first battery 61 and thesecond battery 62.

If T62−T61>3° C., the controller controls the opening degree of thesecond expansion valve 42 in the cooling branch of the second battery 62to be increased, or controls the rotational speed of the pump in thebranch in which the second battery 62 is located to be increased; andcontrols the opening degree of the second expansion valve 42 in thecooling branch of the first battery 61 to be reduced, or controls therotational speed of the pump in the branch in which the first battery 61is located to be reduced, so that the cooling power of the secondbattery 62 is increased, and the cooling power of the first battery 61is reduced, thereby implementing temperature balancing between the firstbattery 61 and the second battery 62.

In a process of performing battery heating, if a battery temperaturedifference between the first battery 61 and the second battery 62exceeds 3° C., that is, if T61−T62>3° C., the controller controls theheating power of the heater 53 in the heating loop in which the firstbattery 61 is located to be reduced, and reduces the rotational speed ofthe pump 51 in the loop; and controls the heating power of the heater 53in the heating loop in which the second battery 62 is located to beincreased, and increases the rotational speed of the pump in the loop,so that the heating power of the first battery 61 is increased, and theheating power of the second battery 62 is reduced, thereby implementingtemperature balancing between the first battery 61 and the secondbattery 62. If T62−T61>3° C., the controller controls the heating powerof the heater 53 in the heating loop in which the first battery 61 islocated to be increased, and increases the rotational speed of the pump51 in the loop; and controls the heating power of the heater 53 in theheating loop in which the second battery 62 is located to be reduced,and reduces the rotational speed of the pump in the loop, so that theheating power of the first battery 61 is reduced, and the heating powerof the second battery 62 is increased, thereby implementing temperaturebalancing between the first battery 61 and the second battery 62.

It may be understood that, a difference between FIG. 14 and FIG. 15 liesin that, in FIG. 14, power adjustment is implemented by the adjustmentvalve through the cooling power between the first battery cooling branch401 in which the first battery 61 is located and the second batterycooling branch 402 in which the second battery 62 is located; and in thetwo battery cooling branches in FIG. 15, the cooling powers of the twocooling branches are adjusted through the expansion valves. For aspecific adjusting process in FIG. 14, refer to the foregoingembodiment, and details are not described herein again.

The temperature adjustment system according to this embodiment of thepresent disclosure may precisely control the heating power and thecooling power of each battery according to an actual status of eachbattery, and adjust the temperature of the battery when the temperatureis excessively high or excessively low, so that the temperature of thebattery is maintained within a preset range, to avoid a case ofaffecting performance of the vehicle-mounted battery because of thetemperature. Moreover, because the plurality of battery cooling branchesare in communication with each other, the battery temperature adjustmentmodules may adjust the opening degrees of the refrigerating capacitiesof the battery cooling branches corresponding to the batteries, toensure temperature balancing between the batteries.

FIG. 16 is a flowchart of a temperature adjustment method for avehicle-mounted battery according to a sixth embodiment of the presentdisclosure. The temperature adjustment system for a vehicle-mountedbattery includes a plurality of compressors, a plurality of batterycooling branches corresponding to the plurality of compressors, aplurality of batteries, and a plurality of battery temperatureadjustment modules connected between the plurality of batteries and theplurality of battery cooling branches. As shown in FIG. 16, thetemperature adjustment method for a vehicle-mounted battery includes thefollowing steps:

S1″. Obtain required powers P1 of a plurality of batteries respectively.

According to an embodiment of the present disclosure, as shown in FIG.17, the obtaining required powers P1 of a plurality of batteriesrespectively specifically includes the following steps:

S11″. Obtain a first parameter of each battery when enabling temperatureadjustment, and generate a first required power of each batteryaccording to the first parameter.

S12″. Obtain a second parameter of each battery when enablingtemperature adjustment, and generate a second required power of eachbattery according to the second parameter.

S13″. Generate a required power P1 of each battery according to thefirst required power of each battery and the second required power ofeach battery.

According to an embodiment of the present disclosure, the firstparameter includes an initial temperature when enabling temperatureadjustment on the battery, the target temperature, and a target time tfor reaching the target temperature from the initial temperature, andthe generating a first required power according to the first parameterof each battery specifically includes: obtaining a first temperaturedifference ΔT₁ between the initial temperature and the targettemperature; and generating the first required power according to thefirst temperature difference ΔT₁ and the target time t.

According to an embodiment of the present disclosure, the first requiredpower is generated through the following formula (1):

ΔT₁*C*M/t  (1)

where ΔT₁ is the first temperature difference between the initialtemperature and the target temperature, t is the target time, C is aspecific heat capacity of the battery, and M is a mass of the battery.

According to an embodiment of the present disclosure, the secondparameter is an average current I of each battery within a preset time,and the second required power of each battery is generated through thefollowing formula (2):

I²*R  (2)

where I is the average current, and R is an internal resistance of thebattery.

When the battery is cooled, P1=ΔT₁*C*M/t+I²*R; and when the battery isheated, P1=ΔT₁*C*M/t−I²*R.

S2″. Obtain actual powers P2 of the plurality of batteries respectively.

According to an embodiment of the present disclosure, as shown in FIG.17, the obtaining actual powers P2 of the plurality of batteriesrespectively specifically includes the following steps:

S21″. Obtain an inlet temperature and an outlet temperature of a flowpath used for adjusting the temperature of each battery, and obtain aflow velocity v at which a cooling liquid flows into the flow path.

S22″. Generate a second temperature difference ΔT₂ according to theinlet temperature and the outlet temperature of the flow path of eachbattery.

S23″. Generate the actual power P2 of each battery according to thesecond temperature difference ΔT₂ of each battery and the flow velocityv.

According to an embodiment of the present disclosure, the actual powerP2 is generated through the following formula (3):

ΔT₂*c*m  (3)

where ΔT₂ is the second temperature difference, c is a specific heatcapacity of the cooling liquid in the flow path, and m is a mass of thecooling liquid flowing through a cross section of the flow path within aunit time, where m=v*ρ*s, v is a flow velocity of the cooling liquid, ρis a density of the cooling liquid, and s is a cross-sectional area ofthe flow path.

S3″. Control a battery temperature adjustment module corresponding toeach battery according to the required power P1 and the actual power P2to adjust the temperature of the battery. The plurality of batterycooling branches are in communication with each other, and openingdegrees of refrigerating capacities provided by the plurality ofcompressors to the battery cooling branches corresponding to thebatteries are adjusted according to the required powers P1 and theactual powers P2 of the batteries.

In this embodiment of the present disclosure, the controlling a batterytemperature adjustment module corresponding to each battery according tothe required power P1 and the actual power P2 to adjust the temperatureof the battery specifically includes: controlling the batterytemperature adjustment module corresponding to each battery within thetarget time t according to the required power P1 and the actual power P2to adjust the temperature of the battery, to reach the targettemperature.

The adjusting, according to the required powers P1 and the actual powersP2 of the batteries, opening degrees of refrigerating capacitiesprovided by the plurality of compressors to the battery cooling branchescorresponding to the batteries specifically includes: determiningwhether the required power P1 of each battery is greater than the actualpower P2 of the battery; and if the required power P1 of the battery isgreater than the actual power P2 of the battery, increasing therefrigerating power of the plurality of compressors or a singlecompressor, or increasing an opening degree of a refrigerating capacityprovided to the battery cooling branch corresponding to the battery.

Specifically, after the vehicle is powered on, a controller determineswhether temperature adjustment needs to be performed on the battery, andif temperature adjustment needs to be performed on the battery, thecontroller obtains the initial temperature (that is, currenttemperature) of each battery, the target temperature, and the targettime t for reaching the target temperature from the initial temperature,where the target temperature and the target time t may be presetaccording to an actual situation, and the first required power iscalculated according to the formula (1). Moreover, the controllerobtains the average current I of each battery within the preset time,and calculates the second required power of each battery according tothe formula (2). Then, the controller calculates the required power P1of each battery (that is, the required power for adjusting thetemperature of the battery to the target temperature) according to thefirst required power and the second required power of each battery.Moreover, the controller obtains an inlet temperature and an outlettemperature of each battery and flow velocity information, andcalculates the actual power P2 of each battery according to the formula(3). Then, according to the required power P1 and the actual power P2 ofa corresponding battery, the controller may adjust the refrigeratingpower/heating power of the battery by adjusting the flow of the coolingliquid flowing into the corresponding battery cooling branch, or thepower of the corresponding heater, thereby ensuring that the temperatureof the battery is adjusted within the target time t according to anactual status of each battery. Moreover, because the plurality ofbattery cooling branches are in communication with each other, theopening degrees of the refrigerating capacities of the battery coolingbranches corresponding to the batteries may be adjusted according to thetemperatures of the batteries, to ensure temperature balancing betweenthe batteries. Therefore, the temperatures may be adjusted within thetarget time when the temperatures of the vehicle-mounted batteries areexcessively high or excessively low, thereby maintaining thetemperatures of the vehicle-mounted batteries within a preset range,avoiding a case of affecting performance of the vehicle-mountedbatteries because of the temperatures.

How to control a battery temperature adjustment module corresponding toeach battery according to the required power P1 and the actual power P2to adjust the temperature of the battery is described below withreference to a specific embodiment.

According to an embodiment of the present disclosure, as shown in FIG.17, the temperature adjustment method for a vehicle-mounted battery mayfurther include the following steps:

S31″. Generate a total required power Pz according to a required powerP1 of each battery.

S32″. Generate a total maximum refrigerating power P5 of a plurality ofcompressors according to maximum refrigerating powers P of the pluralityof compressors.

S33″. Determine whether the total required power Pz is greater than thetotal maximum refrigerating power P5 of the plurality of compressors.

S34″. If the total required power Pz is greater than the total maximumrefrigerating power P5 of the plurality of compressors, adjust, to themaximum, opening degrees of refrigerating capacities provided by theplurality of compressors to the battery cooling branches correspondingto the batteries.

S35″. If the total required power Pz is less than or equal to the totalmaximum refrigerating power P5 of the plurality of compressors, adjustthe opening degrees of the refrigerating capacities of the batterycooling branches corresponding to the batteries according to adifference between the total required power Pz and the total maximumrefrigerating power P5.

Specifically, the controller may calculate the total required power Pzof the entire temperature adjustment system according to the requiredpowers P1 of all of the batteries, that is, obtain the total requiredpower Pz by adding the required powers P1 of all of the batteries; andcalculate the total maximum refrigerating power P5 of the plurality ofcompressors according to the maximum refrigerating power P of eachcompressor, that is, obtain the total maximum refrigerating power P5 byadding the maximum refrigerating power P of each compressor. Then,whether Pz>P5 is determined, and if yes, the controller performs controlto adjust the opening degree of each second expansion valve to themaximum, to adjust the flow of the cooling liquid provided by theplurality of compressors to the battery cooling branch corresponding tothe battery to the maximum, so that the battery may complete temperaturereduction within the target time t. If Pz≤P5, the controller adjusts theopening degree of the second expansion valve according to a differencebetween Pz and P5, where a larger absolute value of the differencebetween Pz and P5 indicates a smaller opening degree of the secondexpansion valve, to save energy sources.

According to an embodiment of the present disclosure, as shown in FIG.18, the battery temperature adjustment method may further include thefollowing steps:

The controller detects the temperature of the battery; and determineswhether the temperature is greater than a first temperature threshold oris less than a second temperature threshold (S10″ and S20″). Thecontroller controls the temperature adjustment system to enter a coolingmode when the temperature of the battery is greater than the firsttemperature threshold (S30″). The first preset temperature threshold maybe preset according to an actual situation, for example, may be 40° C.Further determine whether the temperature of the battery is less thanthe second temperature threshold when the temperature of the battery isless than or equal to the first temperature threshold; and thecontroller controls the temperature adjustment system to enter a heatingmode when the temperature of the battery is less than the secondtemperature threshold (S40″ and S50″). The second preset temperaturethreshold may be preset according to an actual situation, for example,may be 0° C.

Specifically, after the vehicle is powered on, the controller detectsthe temperature of each battery in real time and performs determining.If a temperature of one of the batteries is higher than 40° C., itindicates that the temperature of the battery is excessively high inthis case. To prevent the high temperature from affecting performance ofthe battery, temperature reduction processing needs to be performed onthe battery, the controller controls the temperature adjustment systemto enter the cooling mode, and sends information about starting thebattery cooling function to the air conditioner system. If thetemperature of a battery is less than 0° C., it indicates that thetemperature of the battery is excessively low in this case. To preventthe low temperature from affecting performance of the battery,temperature increase processing needs to be performed on the battery,the controller controls the temperature adjustment system to enter theheating mode, controls the corresponding battery cooling branch to beturned off, and controls the heater to be turned on, to provide theheating power to the battery.

According to an embodiment of the present disclosure, as shown in FIG.18, when the temperature adjustment system is in the cooling mode, thecontrolling, by the controller, a battery temperature adjustment modulecorresponding to each battery according to the required power P1 and theactual power P2 to adjust the temperature of the battery specificallyincludes:

S36″. Determine whether the required power P1 of each battery is greaterthan the actual power P2 corresponding to each battery.

S37″. If a required power P1 of a battery is greater than the actualpower P2 corresponding to the battery, obtain a power difference betweenthe required power P1 and the actual power P2 of the battery, andincrease, according to the power difference, the power of the compressorused for cooling the battery, or perform adjustment to increase the flowof the cooling liquid of the battery cooling branch corresponding to thebattery, to increase the cooling power of the battery.

S38″. If a required power P1 of a battery is less than or equal to theactual power P2 corresponding to the battery, reduce the power of thecompressor or keep the power of the compressor unchanged, or performadjustment to reduce the flow of the cooling liquid of the batterycooling branch corresponding to the battery, to reduce the cooling powerof the battery.

Specifically, when the temperature adjustment system operates in thecooling mode, the controller obtains P1 and P2 of each battery, andperforms determining. If P1 for one of the batteries is greater than P2,it indicates that the temperature reduction on the battery cannot becompleted within the target time according to the current refrigeratingpower or flow of the cooling liquid. Therefore, the controller obtains apower difference between P1 and P2 of the battery; and increases thepower of the compressor used for cooling the battery according to thepower difference, or increases the flow of the cooling liquid in thebattery cooling branch in which the battery is located, to increase thecooling power of the battery, where a larger power difference between P1and P2 indicates larger increase of the power of the correspondingcompressor and the flow of the cooling liquid of the battery, so thatthe temperature of the battery is reduced to the target temperaturewithin the preset time t. If P1 of one of the batteries is less than orequal to P2, the controller may keep the power of the compressor usedfor cooling the battery unchanged or properly reduce the power of thecompressor, or the flow of the cooling liquid in the battery coolingbranch in which the battery is located is reduced, to reduce the coolingpower of the battery. When the temperatures of all of the batteries areless than 35° C., cooling on the batteries is completed, and thecontroller sends information about turning off a temperature adjustmentfunction to the vehicle-mounted air conditioner through CANcommunication, and controls the second electronic valve to be turnedoff. If the temperature of a battery is still higher than 35° C. afterthe temperature adjustment system has entered the cooling mode for arelatively long time, for example, 1 hour, the controller properlyincreases the power of the corresponding compressor, so that the batterycompletes temperature reduction as soon as possible.

According to an embodiment of the present disclosure, as shown in FIG.18, when the temperature adjustment system is in the heating mode, thecontrolling, by the controller, a battery temperature adjustment modulecorresponding to each battery according to the required power P1 and theactual power P2 to adjust the temperature of the battery specificallyincludes:

S39″. Determine whether the required power P1 for temperature adjustmenton each battery is greater than the actual power P2 corresponding toeach battery.

S310″. If a required power P1 of a battery is greater than the actualpower P2 corresponding to the battery, obtain a power difference betweenthe required power P1 and the actual power P2 of the battery, andincrease the power of the heater according to the power difference, toincrease the heating power of the battery.

S311″. If the required power P1 of a battery is less than or equal tothe actual power P2 corresponding to the battery, reduce the power ofthe heater, or keep the power of the heater unchanged.

Specifically, when the temperature adjustment system is in the heatingmode, the controller obtains P1 and P2 of each battery, and performsdetermining. If P1 for one of the batteries is greater than P2, itindicates that temperature increase on the battery cannot be completedwithin the target time according to the current heating power or flow ofthe cooling liquid. Therefore, the controller obtains a power differencebetween P1 and P2 of the battery, and increases the power of the heaterused for heating the battery according to the power difference, so thattemperature adjustment on the battery may be completed within the targettime. If P1 of a battery is less than or equal to P2, the power of theheater may be properly reduced, to save electric energy, or the power ofthe heater is kept unchanged. When the temperatures of all of thebatteries are higher than a preset temperature, for example, 10° C.,heating on the batteries is completed, the controller sends informationabout turning off a temperature adjustment function to thevehicle-mounted air conditioner through CAN communication, and controlsthe heater to be turned off. If the temperature of a battery is stilllower than 10° C. after the temperature adjustment system has enteredthe heating mode for a relatively long time, for example, 1 hour, thepower of the heater is properly increased, so that the battery completestemperature increase as soon as possible.

For example, as shown in FIG. 13, because heating functions of the firstbattery and the second battery are independent of each other, and thefirst battery and the second battery are each heated by using a heater,power adjustment of the battery heating function is described by usingonly the first battery as an example. (It is assumed that P11 is therequired power of the first battery, P21 is the actual power of thefirst battery, and a power difference between P11 and P21 is P31)

If P11>P21, and the power that needs to be adjusted is P31(P31=P11−P21), the heating power of the heater is increased by P31, andthe rotational speed of the pump is increased.

If P11≤P21, and the power that needs to be adjusted is P31(P31=P11−P21), the power of the heater is kept unchanged or reduced byP31, or the rotational speed of the pump is reduced.

According to an embodiment of the present disclosure, the temperatureadjustment method for a vehicle-mounted battery may further include:reducing the rotational speed of the pump if the required power P1 of abattery is less than the corresponding actual power P2; and increasingthe rotational speed of the pump if the required power P1 of a batteryis greater than the corresponding actual power P2.

Specifically, when the temperature adjustment system enters the heatingmode or cooling mode, if P1 of a battery is less than P2, the controllercontrols the rotational speed of the pump to be reduced, to saveelectric energy. If P1 of a battery is greater than P2, in addition tocontrolling the heating power of the heater to be increased, controllingthe power of the compressor to be increased, or controlling the flow ofthe cooling liquid in the loop in which the battery is located to beincreased, the controller may further control the rotational speed ofthe pump to be increased, so that a mass of the cooling liquid flowingthrough a cross section of the cooling flow path within a unit time maybe increased, thereby increasing the actual power P2 of the battery, toimplement temperature adjustment within the target time t.

According to an embodiment of the present disclosure, there are aplurality of compressors used for providing a refrigerant to thebattery, and the battery temperature adjustment method may furtherinclude: determining a quantity of to-be-started compressors accordingto the required power P1 of each battery and a maximum refrigeratingpower of each compressor; and controlling, in a cooling mode, acorresponding quantity of compressors to start.

The determining a quantity of to-be-started compressors according to therequired power P1 of each battery and a maximum refrigerating power P ofeach compressor specifically includes: generating a total actual powerPz according to the required power P1 of each battery; determiningwhether the total required power Pz is greater than the maximumrefrigerating power P of a single compressor; and controlling, if therequired power is greater than the maximum refrigerating power P of thesingle compressor, the plurality of compressors to start simultaneously.

Specifically, when the temperature adjustment system enters the coolingmode, the controller obtains P1 of each battery, and may calculate thetotal required power Pz of the entire temperature adjustment system byadding P1 of each battery. If Pz is greater than the maximumrefrigerating power of a single compressor, the controller controls theplurality of compressors to start operating simultaneously, and adjustsan opening degree of a corresponding adjustment valve to adjust the flowof the cooling liquid flowing into each battery cooling branch, tosatisfy a temperature reduction refrigerating power requirement of thecorresponding battery.

Specifically, as shown in FIG. 13, using two compressors 1 as anexample, when the temperature adjustment system enters the cooling mode,the controller obtains P1 of each battery, the actual power P2 of eachbattery, and the maximum refrigerating power P of a single compressor;and may calculate the total required power Pz of the entire temperatureadjustment system by adding P1 of each battery, obtain the total actualpower Pf by adding the actual power P2 of each battery, and maycalculate a sum P5 of the maximum refrigerating powers of allcompressors by adding the maximum refrigerating power of eachcompressor. The required power of the first battery is P11, and therequired power of the second battery is P12. The actual power of thefirst battery is P21, and the actual power of the second battery is P22.The maximum refrigerating powers P of all compressors are equal.

If Pz≤P, only one compressor needs to be controlled to operate, toprovide the refrigerating power, and two compressors may alternativelybe controlled to operate together. If P<Pz≤P5, two compressors need tooperate together, and an initial refrigerating power of each compressoris Pz/2. If Pz≤P5, the controller controls the compressor to runaccording to the refrigerating power Pz, and adjusts opening degrees ofthe first to the fourth adjustment valves, so that the initial coolingpower of the first battery cooling branch performs cooling according tothe refrigerating power P11, and the initial cooling power of the secondbattery cooling branch performs cooling according to the refrigeratingpower P21. If Pz>P5, each compressor runs according to the maximumrefrigerating power P, the initial cooling power of the first batterycooling branch may perform cooling according to the refrigerating powerP5*[P11/(P11+P12)], and the initial cooling power of the second batterycooling branch may perform cooling according to the refrigerating powerP5*[P12/(P11+P12)].

According to an embodiment of the present disclosure, when thetemperature adjustment system is in the cooling mode, when a temperaturedifference between the batteries exceeds a set value, the controllerincreases the cooling power of the battery whose temperature isrelatively high, so as to reduce the temperature difference between thebatteries; and when the temperature adjustment system is in the heatingmode, when the temperature difference between the batteries exceeds theset value, the controller increases the heating power of the batterywhose temperature is relatively low.

It may be understood that, when the temperature adjustment system is inthe cooling mode, the controller may respectively calculate the requiredpower P1 of the first battery and the required power P1 of the secondbattery through the battery management controller, and then adjust theopening degree of the corresponding second expansion valve through thevehicle-mounted air conditioner controller according to P1 of eachbattery and the maximum refrigerating power P of the correspondingcompressor. Moreover, the controller continues to adjust the openingdegree of the second expansion valve 42 according to the actual power P2of each battery through the vehicle-mounted air conditioner controller.Moreover, allocation of the flow of the cooling liquid in the firstbattery cooling branch and the second battery cooling branch is adjustedaccording to a temperature situation between the first battery and thesecond battery by adjusting the opening degrees of the first to thefourth adjustment valves, thereby controlling temperature balancingbetween the first battery and the second battery. When the temperatureof the first battery is higher than the temperature of the secondbattery and a difference between them exceeds a set value, openingdegrees of the first adjustment valve and the third adjustment valve maybe increased, and opening degrees of the second adjustment valve and thefourth adjustment valve may be reduced through the vehicle-mounted airconditioner controller, to increase the cooling power of the firstbattery; and when the temperature of the first battery and thetemperature of the second battery are equal, opening degrees of thefirst to the fourth adjustment valves may be controlled to be the same.When the temperature adjustment system is in the heating mode, and thetemperature of the first battery is lower than the temperature of thesecond battery and the difference exceeds the set value, the controllerincreases the heating power of the heater corresponding to the firstbattery. Therefore, temperature balancing between two batteries may bekept.

The temperature adjustment method for a vehicle-mounted batteryaccording to this embodiment of the present disclosure may preciselycontrol the heating power and the cooling power of each batteryaccording to an actual status of each battery, and adjust thetemperature of the battery when the temperature is excessively high orexcessively low, so that the temperature of the battery is maintainedwithin a preset range, and may ensure temperature balancing between thebatteries.

Temperature adjustment on a vehicle includes temperature adjustment on abattery and temperature adjustment within a compartment. To make theintra-vehicle temperature satisfy a requirement if the temperature ofthe battery satisfies a requirement, the flow of the cooling liquid inthe battery cooling branch and the flow of the cooling liquid in theintra-vehicle cooling branch need to be properly allocated. To this end,an embodiment of the present disclosure proposes a temperatureadjustment system for a vehicle. A temperature adjustment method and atemperature adjustment system for a vehicle proposed in the embodimentsof the present disclosure are described below with reference to theaccompanying drawings.

FIG. 3 is a schematic block diagram of a temperature adjustment systemfor a vehicle according to an embodiment of the present disclosure. Asshown in FIG. 3, the temperature adjustment system includes: acompressor 1, the condenser 2, an intra-vehicle cooling branch 3, abattery cooling branch 4, and a battery temperature adjustment module 5.

The condenser 2 is connected to the compressor 1, the intra-vehiclecooling branch 3 is connected between the compressor 1 and the condenser2, and the battery cooling branch 4 is connected between the compressor1 and the condenser 2. The battery temperature adjustment module 5 isconnected to the battery cooling branch 4, and is used for obtaining arequired power P1 and an actual power P2 of a battery 6, obtaining anintra-vehicle temperature T of the vehicle and an air conditioner settemperature Ts, and adjusting opening degrees of the intra-vehiclecooling branch 3 and the battery cooling branch 4 according to therequired power P1, the actual power P2, the intra-vehicle temperature T,and the air conditioner set temperature Ts.

Specifically, the battery temperature adjustment module 5 obtains therequired power P1 of the battery 6, the actual power P2 of the battery6, the intra-vehicle temperature T of the vehicle, and the airconditioner set temperature Ts, and adjusts the opening degrees of theintra-vehicle cooling branch 3 and the battery cooling branch 4according to P1, P2, T, and Ts, to allocate a refrigerating capacity. Asshown in FIG. 1, when the refrigerating function of the vehicle-mountedair conditioner is turned on, a flowing direction of the cooling liquidis: the compressor 1—the condenser 2—the intra-vehicle cooling branch3—the compressor 1. The battery cooling branch 4 has two ducts, a firstduct is in communication with the compressor 1, and a second duct is incommunication with the battery temperature adjustment module 5, wherethe first duct and the second duct are adjacently disposed independentof each other. When the temperature of the battery is excessively high,a battery cooling function is started, and flowing directions of thecooling liquid in the first duct and the second duct are respectively:the compressor 1—the condenser 2—the battery cooling branch 4—thecompressor 1; and the battery cooling branch 4—the battery temperatureadjustment module 5—the battery 6—the battery temperature adjustmentmodule 5—the battery cooling branch 4. When the temperature of thebattery 6 is excessively low, the battery temperature adjustment module5 starts the battery heating function, a flowing direction of thecooling liquid in the second duct is: the battery cooling branch 4—thebattery temperature adjustment module 5—the battery 6—the batterytemperature adjustment module 5—the battery cooling branch 4.

It may be understood that, the battery temperature adjustment module 5has a refrigerating power provided by the vehicle-mounted airconditioner, and shares a refrigerating capacity with an intra-vehiclerefrigerating system, thereby reducing the volume of the temperatureadjustment system, and making allocation of the flow of the coolingliquid more flexible. Therefore, by adjusting the opening degrees of theintra-vehicle cooling branch and the battery cooling branch, the systemmay quickly adjust the temperature of the vehicle-mounted battery whenthe temperature is excessively high or excessively low, therebymaintaining the temperature of the vehicle-mounted battery within apreset range, and avoiding a case of affecting performance of thevehicle-mounted battery because of the temperature, and may further makethe intra-vehicle temperature satisfy a requirement if the temperatureof the battery satisfies a requirement.

According to an embodiment of the present disclosure, the batterytemperature adjustment module 5 is specifically configured to: adjustthe opening degrees of the intra-vehicle cooling branch 3 and thebattery cooling branch 4 according to the required power P1, the actualpower P2, the intra-vehicle temperature T, and the air conditioner settemperature Ts, so that the battery 6 reaches the target temperaturewithin the target time t.

Specifically, when the battery temperature adjustment module 5 adjuststhe opening degrees of the intra-vehicle cooling branch 3 and thebattery cooling branch 4 according to P1, P2, T, and Ts, it may beensured that a heating power and a cooling power of the vehicle-mountedbattery are precisely controlled according to an actual status of thebattery 6 within the target time t, thereby adjusting the temperature ofthe vehicle-mounted battery when the temperature is excessively high orexcessively low, and making the intra-vehicle temperature satisfy arequirement if the temperature of the battery satisfies a requirement.

According to an embodiment of the present disclosure, as shown in FIG.4, a battery cooling branch 4 includes a heat exchanger 41, the heatexchanger 41 includes a first duct and a second duct, the second duct isconnected to a battery temperature adjustment module 5, and the firstduct is in communication with a compressor 1, where the first duct andthe second duct are adjacently disposed independent of each other. Thebattery temperature adjustment module 5 includes: a flow path ofadjusting the temperature of the battery (not specifically shown in thefigure), where the flow path is disposed in the battery 6; and a pump51, a medium container 52, a heater 53, and a controller (notspecifically shown in the figure) that are connected between the flowpath and the heat exchanger 41. The controller obtains the requiredpower P1 of the battery 6 and the actual power P2 of the battery, andadjusts the temperature of the battery 6 according to the required powerP1 and the actual power P2; and the controller adjusts the openingdegrees of the intra-vehicle cooling branch 3 and the battery coolingbranch 4 according to the required power P1, the actual power P2, theintra-vehicle temperature T, and the air conditioner set temperature Ts,thereby making the intra-vehicle temperature satisfy a requirement ifthe temperature of the battery satisfies a requirement. Theintra-vehicle cooling branch 3 may include: an evaporator 31, a firstexpansion valve 32, and a first electronic valve 33. The battery coolingbranch 4 may further include a second expansion valve 42 and a secondelectronic valve 43.

For how to obtain the required power P1 and the actual power P2 of thebattery 6, refer to the foregoing embodiment. To avoid redundancy,details are not described herein again.

How does the battery temperature adjustment module 5 adjust the openingdegrees of the intra-vehicle cooling branch 3 and the battery coolingbranch 4 according to P1, P2, T, and Ts, thereby making theintra-vehicle temperature satisfy a requirement if the temperature ofthe battery satisfies a requirement is described below with reference toa specific embodiment.

According to an embodiment of the present disclosure, when thetemperature adjustment system is in the cooling mode, the controller mayreduce the opening degree of the intra-vehicle cooling branch 4 andincrease the opening degree of the battery cooling branch 4 when therequired power P1 is greater than the actual power P2 and thetemperature of the battery is greater than a third temperature thresholdT3. The third temperature threshold is greater than the firsttemperature threshold. For example, the third preset threshold may be45° C.

Specifically, after the vehicle is powered on, if the temperature of thebattery 6 is higher than 40° C., the controller controls the temperatureadjustment system to enter the cooling mode, to cool the battery 6. In aprocess of cooling the battery 6, the controller obtains P1 and P2, andfurther determines whether the temperature of the battery is greaterthan 45° C. when determining that the required power P1 is greater thanthe actual power P2. If the temperature of the battery is greater than45° C., it indicates that the temperature of the battery is excessivelyhigh, the vehicle-mounted air conditioner preferentially satisfies acooling requirement of the battery 6, reduces the opening degree of thefirst expansion valve 32, and increases the opening degree of the secondexpansion valve 42, to reduce the flow of the cooling liquid of theintra-vehicle cooling branch 3 and increase the flow of the coolingliquid of the battery cooling branch 4, so that the battery 6 completestemperature reduction as soon as possible. When the temperature of thebattery is reduced to 35° C., cooling of the battery 6 is completed, andthe controller controls the battery cooling branch 4 to be turned off.Therefore, the intra-vehicle temperature may be made to satisfy therequirement if the temperature of the battery satisfies the requirement.

According to an embodiment of the present disclosure, the controller maybe further configured to increase the opening degree of theintra-vehicle cooling branch 4 and reduce the opening degree of thebattery cooling branch 3 when the temperature of the battery is lessthan the third temperature threshold and the intra-vehicle temperature Tis greater than the air conditioner set temperature Ts.

Specifically, in a process of cooling the battery 6, the controllerfurther determines, when determining that the temperature of the batteryis less than 45° C., whether the intra-vehicle temperature T is greaterthan the air conditioner set temperature Ts. If T>Ts, it indicates thatthe intra-vehicle temperature T has not reached the set temperature, andthe intra-vehicle temperature is relatively high. To prevent a user fromfeeling uncomfortable, the intra-vehicle refrigerating requirement ispreferentially satisfied, and the controller increases the openingdegree of the first expansion valve 32, and reduces the opening degreeof the second expansion valve 42. If the intra-vehicle temperature T hasreached the air conditioner set temperature Ts, indicating that theintra-vehicle refrigerating power has been sufficient and balanced, thecontroller increases the opening degree of the second expansion valve42, to increase the cooling power of the battery 6. When the temperatureof the battery is reduced to 35° C., cooling of the battery 6 iscompleted, and the controller controls the second electronic valve 33 tobe turned off. Therefore, the intra-vehicle temperature may be made tosatisfy the requirement if the temperature of the battery satisfies therequirement.

That is to say, layered processing is performed on the temperature ofthe battery herein, and temperature control thresholds are respectively40° C., 45° C., and 35° C. When the temperature of the battery is higherthan 40° C., the battery cooling function is started; and when thetemperature of the battery is reduced to 35° C., cooling of the battery6 is completed. When the temperature of the battery reaches 45° C., thebattery cooling requirement is preferentially satisfied. Additionally,when the required power P1 is greater than the actual power P2, if thetemperature of the battery does not exceed 45° C., the intra-vehiclerefrigerating requirement is still preferentially satisfied; and if theintra-vehicle refrigerating power has been sufficient and balanced, thecontroller increases the opening degree of the battery cooling branch 4,to increase the cooling power of the battery. If the required power P1is less than or equal to the actual power P2, the intra-vehiclerefrigerating requirement may be preferentially satisfied.

According to an embodiment of the present disclosure, when thetemperature adjustment system is in the heating mode, the controllerobtains a power difference between the required power P1 and the actualpower P2 when the required power P1 is greater than the actual power P2,and increases, according to the power difference, the power of theheater 53 used for heating the battery 6; and keeps the power of theheater 53 unchanged when the required power P1 is less than or equal tothe actual power P2.

Specifically, the vehicle may include a single battery 6, and mayalternatively be formed by connecting a plurality of batteries 6 inseries, in parallel or in series and parallel. As shown in FIG. 19 andFIG. 20, using two batteries as an example, when there are two batteries(a first battery 61 and a second battery 62) connected in series, thereare two pumps correspondingly, one of the two pumps is a forward pump511, and the other is a backward pump 512.

As shown in FIG. 19, when the forward pump 511 is started, the flowingdirection of the cooling liquid in the second duct is: the mediumcontainer 52—the heat exchanger 41—the heater 53—the forward pump511—the first temperature sensor 55—the first battery 61—the secondbattery 62—the second temperature sensor 56—the flow velocity sensor57—the medium container 52. As shown in FIG. 20, when the backward pump512 is started, the flowing direction of the cooling liquid in thesecond duct is: the medium container 52—the flow velocity sensor 57—thesecond temperature sensor 56—the second battery 62—the first battery61—the first temperature sensor 55—the backward pump 512—the heater53—the heat exchanger 41—the medium container 52.

For example, when the cooling function of the first battery 61 and thecooling function of the second battery 62 are turned on, and thetemperature adjustment system enters the cooling mode, the controllerobtains P1 of each battery, the actual power P2 of each battery, and themaximum refrigerating power P of a single compressor; and may calculatethe total required power Pz of the entire temperature adjustment systemby adding P1 of each battery, and obtain the total actual power Pf byadding the actual power P2 of each battery. The required power of thefirst battery is P11, and the required power of the second battery isP12. The actual power of the first battery is P21, and the actual powerof the second battery is P22. The maximum refrigerating powers P of allcompressors are equal.

If a sum of the total required power Pz and the intra-vehicle coolingrequired power P4 is less than or equal to the maximum refrigeratingpower P of the compressor, that is, Pz+P4≤P, the compressor runsaccording to the refrigerating power Pz+P4. Moreover, Pz<P, and P4<P.

If Pz+P4>P, whether the temperature of the first battery 61 or thesecond battery 62 is greater than 45° C. is determined. If thetemperature is greater than 45° C., the cooling power is preferentiallyprovided for battery cooling, the controller controls the compressor 1to run according to the maximum refrigerating power P, the cooling powerof the battery cooling branch 4 is Pz, and the cooling power of theintra-vehicle cooling branch 3 is equal to P−Pz.

If it is determined that the temperature of the battery is not greaterthan 45° C., and the intra-vehicle temperature has not reached the settemperature, the cooling power is preferentially provided to the insideof the vehicle, the compressor 1 runs according to the maximumrefrigerating power P, the cooling power of the intra-vehicle coolingbranch is P4, and the cooling power of the battery cooling branch isequal to P−P4.

If the intra-vehicle temperature has reached the set temperature, thecooling power of the battery is preferentially satisfied. The coolingpower of the battery cooling branch is Pz.

A sum of the actual power of the first battery 61 and the actual powerof the second battery 62 is Pf, and when Pz>Pf, the power that needs tobe adjusted is Pc (Pc=Pz−Pf). If Pz+P4+Pc≤P, the refrigerating powerthat the compressor needs to increase is Pc, the opening degree of thesecond expansion valve 42 is increased, and the rotational speed of thepump 51 is increased. Moreover, processing is performed as follows:

If P11−P21=Pc1, P12−P22=Pc2, P11>P21, and P12>P22:

When Pc1 is greater than the set value, the forward pump 511 iscontrolled to be turned on and the backward pump 512 is controlled to beturned off, so that the cooling power of the first battery 61 isincreased. When Pc2 is greater than the set value, the controllercontrols the backward pump 512 to be turned on and the forward pump 511to be turned off, so that the cooling power of the second battery 62 isincreased. When Pc1>Pc2, the forward pump 511 is controlled to be turnedon and the backward pump 512 is controlled to be turned off, so that thecooling power of the first battery 61 is increased. When Pc1≤Pc2, thebackward pump 512 is controlled to be turned on and the forward pump 511is controlled to be turned off, so that the cooling power of the secondbattery 62 is increased.

Moreover, when the temperature T61 of the first battery 61 is greaterthan the temperature T62 of the second battery 62, the controllercontrols the forward pump 511 to be turned on and the backward pump 512to be turned off, so that the cooling power of the first battery 61 isincreased. When the temperature T61 of the first battery 61 is less thanor equal to the temperature T62 of the second battery 62, the controllercontrols the backward pump 512 to be turned on and the forward pump 511to be turned off, so that the cooling power of the battery 62 isincreased.

If P21−P11=Pc1, P22−P12=Pc2, P11≤P21, and P12≤P22, processing may beperformed as follows:

When Pc1 is greater than the set value, the controller controls theforward pump 511 to be turned off and the backward pump 512 to be turnedon, so that the cooling power of the first battery 61 is reduced. WhenPc2 is greater than the set value, the controller controls the backwardpump 512 to be turned off and the forward pump 511 to be turned on, sothat the cooling power of the second battery 62 is reduced. WhenPc1>Pc2, the controller controls the forward pump 511 to be turned offand the backward pump 512 to be turned on, so that the cooling power ofthe first battery 61 is reduced. When Pc1≤Pc2, the controller controlsthe backward pump 512 to be turned off and the forward pump 511 to beturned on, so that the cooling power of the second battery 62 isreduced.

Moreover, when the temperature T61 of the first battery 61 is greaterthan the temperature T62 of the second battery 62, the controllercontrols the forward pump 511 to be turned on and the backward pump 512to be turned off, so that the cooling power of the first battery 61 isincreased. When the temperature T61 of the first battery 61 is less thanor equal to the temperature T62 of the second battery 62, the controllercontrols the backward pump 512 to be turned on and the forward pump 511to be turned off, so that the cooling power of the battery 62 isincreased. Additionally, alternatively, when the cooling function of thefirst battery 61 and the cooling function of the second battery 62 arestarted, if the temperature of the first battery 61 is higher than thetemperature of the second battery 62, and a difference between themexceeds the preset value, the controller controls the forward pump 511to operate, so that the cooling liquid first flows through the firstbattery 61, and then flows through the second battery 62, thereby makingthe first battery 61 complete temperature reduction as soon as possible.If the temperature of the second battery 62 is higher than thetemperature of the first battery 61, and the difference exceeds thepreset value, the controller controls the backward pump 512 to operate,so that the cooling liquid first flows through the second battery 62,and then flows through the first battery 61, thereby making the secondbattery 62 complete temperature reduction as soon as possible.Therefore, by changing the flow direction of the cooling liquid, thetemperature difference between the first battery 61 and the secondbattery 62 may be reduced.

When neither the cooling function nor the heating function of the firstbattery 61 and the second battery 62 is started, if the temperaturedifference between the first battery 61 and the second battery 62exceeds the preset value, the controller may control the forward pump511 or the backward pump 512 to be started, so that the cooling liquidin the battery cooling branch 4 flows, thereby balancing thetemperatures of the first battery 61 and the second battery 62.

When the pump 51 rotates in a forward direction and a maximum value inthe temperature differences between the batteries obtained by thebattery management controller exceeds the preset value, the batterymanagement controller sends information about controlling the pump torotate in a backward direction to the battery heat managementcontroller, so that battery thermal management controller controls thepump to rotate in a backward direction (the flow direction of the loopis the counter-clockwise direction), and the temperature differencesbetween the batteries connected in series are relatively small.

To sum up, the temperature adjustment system for a vehicle according tothis embodiment of the present disclosure obtains, through the batterytemperature adjustment module, the required power and the actual powerused for performing temperature adjustment on the battery, obtains theintra-vehicle temperature of the vehicle and the air conditioner settemperature, and adjusts the opening degrees of the intra-vehiclecooling branch and the battery cooling branch according to the requiredpower, the actual power, the intra-vehicle temperature, and the airconditioner set temperature. Therefore, by adjusting the opening degreesof the intra-vehicle cooling branch and the battery cooling branch, thesystem may quickly adjust the temperature of the vehicle-mounted batterywhen the temperature is excessively high or excessively low, therebymaintaining the temperature of the vehicle-mounted battery within apreset range, and avoiding a case of affecting performance of thevehicle-mounted battery because of the temperature, and may further makethe intra-vehicle temperature satisfy a requirement if the temperatureof the battery satisfies a requirement.

FIG. 21 is a flowchart of a temperature adjustment method for a vehicleaccording to a first embodiment of the present disclosure. As shown inFIG. 21, the temperature adjustment method for a vehicle includes thefollowing steps:

S1′. Obtain a required power P1 and an actual power P2 used forperforming temperature adjustment on a battery.

As shown in FIG. 22, in this embodiment of the present disclosure, theobtaining a required power P1 used for performing temperature adjustmenton a battery specifically includes the following steps:

S11′. Obtain a first parameter when enabling temperature adjustment onthe battery, and generate a first required power according to the firstparameter.

S12′. Obtain a second parameter when enabling temperature adjustment onthe battery, and generate a second required power according to thesecond parameter.

S13′. Generate the required power P1 according to the first requiredpower and the second required power.

According to an embodiment of the present disclosure, the firstparameter includes an initial temperature when enabling temperatureadjustment on the battery, the target temperature, and a target time tfor reaching the target temperature from the initial temperature, andthe generating a first required power according to the first parameterspecifically includes: obtaining a first temperature difference ΔT₁between the initial temperature and the target temperature; andgenerating the first required power according to the first temperaturedifference ΔT₁ and the target time t.

According to an embodiment of the present disclosure, the first requiredpower is generated through the following formula (1):

ΔT₁*C*M/t  (1)

where ΔT₁ is the first temperature difference between the initialtemperature and the target temperature, t is the target time, C is aspecific heat capacity of the battery, and M is a mass of the battery.

According to an embodiment of the present disclosure, the secondparameter is an average current I of the battery within a preset time,and the second required power is generated through the following formula(2):

I²*R  (2)

where I is the average current, and R is an internal resistance of thebattery.

When the battery is cooled, P1=ΔT₁*C*M/t+I²*R; and when the battery isheated, P1=ΔT₁*C*M/t−I²*R.

According to an embodiment of the present disclosure, as shown in FIG.22, the obtaining an actual power P2 used for performing temperatureadjustment on a battery specifically includes the following steps:

S14′. Obtain an inlet temperature and an outlet temperature of a flowpath used for adjusting the temperature of the battery, and obtain aflow velocity v at which a cooling liquid flows into the flow path.

S15′. Generate a second temperature difference ΔT₂ according to theinlet temperature and the outlet temperature.

S16′. Generate the actual power P2 according to the second temperaturedifference ΔT₂ and the flow velocity v.

According to an embodiment of the present disclosure, the actual powerP2 is generated through the following formula (3):

ΔT₂*c*m  (3)

where ΔT₂ is the second temperature difference, c is a specific heatcapacity of the cooling liquid in the flow path, and m is a mass of thecooling liquid flowing through a cross section of the flow path within aunit time, where m=v*ρ*s, v is a flow velocity of the cooling liquid, ρis a density of the cooling liquid, and s is a cross-sectional area ofthe flow path.

S2′. Obtain an intra-vehicle temperature T of the vehicle and an airconditioner set temperature Ts.

S3′. Adjust an opening degree of an intra-vehicle cooling branch and anopening degree of a battery cooling branch according to the requiredpower P1, the actual power P2, the intra-vehicle temperature T, and theair conditioner set temperature Ts.

According to an embodiment of the present disclosure, the adjusting anopening degree of an intra-vehicle cooling branch and an opening degreeof a battery cooling branch according to the required power P1, theactual power P2, the intra-vehicle temperature T, and the airconditioner set temperature Ts includes: adjusting the opening degree ofthe intra-vehicle cooling branch and the opening degree of the batterycooling branch according to the required power P1, the actual power P2,the intra-vehicle temperature T, and the air conditioner set temperatureTs, so that the battery reaches the target temperature within the targettime t.

Specifically, after the vehicle is powered on, it is determined whethertemperature adjustment needs to be performed on the vehicle, and iftemperature adjustment needs to be performed on the vehicle, the initialtemperature (that is, current temperature) of the battery, the targettemperature, and the target time t for reaching the target temperaturefrom the initial temperature are obtained, where the target temperatureand the target time t may be preset according to an actual situation,and the first required power is calculated according to the formula (1).Moreover, the average current I of the battery within the preset time isobtained, and the second required power is calculated according to theformula (2). Then, the required power P1 (that is, the required powerfor adjusting the temperature of the battery to the target temperature)is calculated according to the first required power and the secondrequired power. Moreover, an inlet temperature and an outlet temperatureof the battery and flow velocity information are obtained, and theactual power P2 is calculated according to the formula (3). Moreover,the intra-vehicle temperature T and the air conditioner set temperatureTs are obtained. Finally, the opening degrees of the intra-vehiclecooling branch and the battery cooling branch are adjusted according toP1, P2, T, and Ts, so that the battery reaches the target temperaturewithin the target time t. Therefore, by adjusting the opening degrees ofthe intra-vehicle cooling branch and the battery cooling branch, themethod may quickly adjust the temperature of the vehicle-mounted batterywhen the temperature is excessively high or excessively low, therebymaintaining the temperature of the vehicle-mounted battery within apreset range, and avoiding a case of affecting performance of thevehicle-mounted battery because of the temperature, and may further makethe intra-vehicle temperature satisfy a requirement if the temperatureof the battery satisfies a requirement.

According to an embodiment of the present disclosure, as shown in FIG.23, the foregoing temperature adjustment method for a vehicle mayfurther include the following steps:

The controller detects the temperature of the battery; and determineswhether the temperature is greater than a first temperature threshold oris less than a second temperature threshold (S10′ and S20′). Thecontroller controls the temperature adjustment system to enter a coolingmode when the temperature of the battery is greater than the firsttemperature threshold (S30′). The first preset temperature threshold maybe preset according to an actual situation, for example, may be 40° C.Further determine whether the temperature of the battery is less thanthe second temperature threshold when the temperature of the battery isless than or equal to the first temperature threshold; and thecontroller controls the temperature adjustment system to enter a heatingmode when the temperature of the battery is less than the secondtemperature threshold (S40′ and S50′). The second preset temperaturethreshold may be preset according to an actual situation, for example,may be 0° C.

Specifically, after the vehicle is powered on, the controller detectsthe temperature of the battery in real time and performs determining. Ifthe temperature of the battery is higher than 40° C., it indicates thatthe temperature of the battery is excessively high in this case. Toprevent the high temperature from affecting performance of the battery,temperature reduction processing needs to be performed on the battery,the controller controls the temperature adjustment system to enter thecooling mode, and controls the compressor to start, so that the coolingliquid performs heat exchange with the battery to reduce the temperatureof the battery. If the temperature of the battery is less than 0° C., itindicates that the temperature of the battery is excessively low in thiscase. To prevent the low temperature from affecting performance of thebattery, temperature increase processing needs to be performed on thebattery, the controller controls the temperature adjustment system toenter the heating mode, and controls the heater to be turned on, toprovide the heating power.

It may be understood that, by adjusting the opening degree of theintra-vehicle cooling branch and the opening degree of the batterycooling branch according to the required power P1 and the actual powerP2 of the battery, the intra-vehicle temperature T, and the airconditioner set temperature Ts, the intra-vehicle temperature maysatisfy the requirement when the battery satisfies the temperaturerequirement. Moreover, it is easy to obtain the required power P1 andthe actual power P2.

Specifically, it can be known from the foregoing embodiment that, P1 isformed by two parts. Using cooling of a battery as an example, when thebattery needs to be cooled, if the initial temperature of the battery is45° C., and the battery cooling target temperature is 35° C., heat thatneeds to be dissipated when the battery is cooled from 45° C. to 35° C.is fixed, and may be directly calculated through the formula (1), thatis, ΔT₁*C*M/t, where ΔT₁ is the first temperature difference between theinitial temperature and the target temperature, t is the target time, Cis a specific heat capacity of the battery, and M is a mass of thebattery. Moreover, a discharging and charging process exists in thecooling process of the battery, and this process generates heat. Thispart of heat may alternatively be directly obtained by detecting thecurrent, and the current heating power, that is, the second requiredpower of the battery is directly calculated through the formula (3),that is, I²*R, where I is the average current, and R is an internalresistance of the battery. One of key points of the present disclosureis that the cooling time is adjustable, and a cooling completion timemay be precisely determined, and is set based on the target time t (tmay be changed according to a user requirement or an actual designsituation of the vehicle) in the present disclosure. After the targettime t required for cooling completion is determined, the currentrequired power P1 required for cooling the battery may be predicted,that is, P1=ΔT₁*C*M/t+I²*R. If the heating function is started, therequired power P1=ΔT₁*C*M/t−I²*R, that is, when the battery is in aheating process, a larger discharging or charging current of the batteryindicates a smaller required heating power, that is, required power P1.

Because a discharging or charging current of the battery is changed,I²*R is changed. Therefore, to better ensure accuracy of the coolingtime, the cooling power also needs to change as the current averagedischarging or charging current of the battery changes. If thevehicle-mounted air conditioner cools the battery and the compartmentsimultaneously, when the discharging current of the battery isrelatively small, I²*R is reduced. In this case, the vehicle-mounted airconditioner may allocate more refrigerating power to the compartment, sothat the compartment reaches a set air temperature more quickly.Moreover, when the discharging or charging current of the battery isrelatively large, I²*R is relatively large. In this case, thevehicle-mounted air conditioner may allocate more refrigerating power tothe battery. Through such adjustment, the time required for cooling thebattery is always accurate, and moreover the refrigerating power of thevehicle-mounted air conditioner may be used more efficiently andproperly, so that it is unnecessary to configure an air conditionerhaving a relatively large cooling power, which causes waste of therefrigerating power.

The battery cooling time is affected by the cooling efficiency. Thecooling efficiency is affected by an external ambient temperature andthe current temperature of the battery, and efficiency of thetemperature adjustment system is continuously changed in a batterycooling process. Therefore, the cooling efficiency cannot be 100%. As aresult, the time for cooling the battery cannot be accurately adjustedaccording to only P1, and it is necessary to detect the actual power P2of the battery. In the present disclosure, the actual power P2 of thebattery may be calculated through the formula (3), that is, ΔT₂*c*m. P2may alternatively be calculated through the actual cooling power P2 ofthe battery, that is, through the formula (4), that is, ΔT3*C*ml, whereΔT3 is a temperature change of the battery within a period of time, C isa specific heat capacity of the battery, and ml is a mass of thebattery. However, because the mass of the battery is relatively large, atemperature change within a unit time is not evident, and a temperaturedifference can be detected in need of a relatively long time, which doesnot meet a real-time performance requirement. Therefore, the power P2 isusually calculated according to the formula (3).

Due to the effect of the cooling efficiency, it is quite difficult forP2 to be completely equal to P1. To make the target time t for coolingthe battery more accurate, adjustment needs to be performed in real timeaccording to a power difference between P1 and P2, to ensure that therequired power P1 of the battery is equal to the actual power P2 of thebattery. How to adjust the opening degree of the intra-vehicle coolingbranch and the opening degree of the battery cooling branch according tothe required power P1, the actual power P2, the intra-vehicletemperature T, and the air conditioner set temperature Ts, to adjust thetemperature of the vehicle is described below with reference to aspecific embodiment.

According to an embodiment of the present disclosure, as shown in FIG.24, when the temperature adjustment system is in the cooling mode, theadjusting an opening degree of an intra-vehicle cooling branch and anopening degree of a battery cooling branch according to the requiredpower P1, the actual power P2, the intra-vehicle temperature T, and theair conditioner set temperature Ts specifically includes the followingsteps:

S31′. When the required power P1 is greater than the actual power P2,determine whether the temperature T of the battery is greater than athird temperature threshold. The third temperature threshold is greaterthan the first temperature threshold. For example, the third temperaturethreshold may be 45° C.

S32′. If the temperature T of the battery is greater than the thirdtemperature threshold, reduce an opening degree of an intra-vehiclecooling branch, and increase an opening degree of a battery coolingbranch.

Specifically, after the vehicle is powered on, if the temperature of thebattery is higher than 40° C., the controller controls the temperatureadjustment system to enter the cooling mode, to cool the battery. In aprocess of cooling the battery, P1 and P2 are obtained, and whether thetemperature of the battery is greater than 45° C. is further determinedwhen determining that the required power P1 is greater than the actualpower P2. If the temperature of the battery is greater than 45° C., itindicates that the temperature of the battery is excessively high, thevehicle-mounted air conditioner preferentially satisfies the coolingrequirement of the battery 6, and the controller reduces the openingdegree of the intra-vehicle cooling branch, and increases the openingdegree of the battery cooling branch, to reduce the flow of the coolingliquid of the intra-vehicle cooling branch and increase the flow of thecooling liquid of the battery cooling branch, so that the batterycompletes temperature reduction as soon as possible. When thetemperature of the battery is reduced to 35° C., cooling of the batteryis completed, and the controller controls the battery cooling branch tobe turned off. Therefore, the intra-vehicle temperature may be made tosatisfy the requirement if the temperature of the battery satisfies therequirement.

According to an embodiment of the present disclosure, as shown in FIG.24, the foregoing temperature adjustment method for a vehicle mayfurther include the following steps:

S33′. If the temperature of the battery is less than the thirdtemperature threshold, further determine whether the intra-vehicletemperature T is greater than the air conditioner set temperature Ts.

S34′. If the intra-vehicle temperature T is greater than the airconditioner set temperature Ts, increase the opening degree of theintra-vehicle cooling branch, and reduce the opening degree of thebattery cooling branch.

Specifically, in a process of cooling the battery, whether theintra-vehicle temperature T is greater than the air conditioner settemperature Ts is further determined when determining that thetemperature of the battery is less than 45° C. If T>Ts, it indicatesthat the intra-vehicle temperature T has not reached the settemperature, and the intra-vehicle temperature is relatively high. Toprevent a user from feeling uncomfortable, the intra-vehiclerefrigerating requirement is preferentially satisfied, the openingdegree of the intra-vehicle cooling branch is increased, and the openingdegree of the battery cooling branch is reduced. If the intra-vehicletemperature T has reached the air conditioner set temperature Ts,indicating that the intra-vehicle refrigerating power has beensufficient and balanced, the opening degree of the battery coolingbranch is increased, to increase the cooling power of the battery. Whenthe temperature of the battery is reduced to 35° C., cooling of thebattery is completed, and the controller controls the battery coolingbranch to be turned off. Therefore, the intra-vehicle temperature may bemade to satisfy the requirement if the temperature of the batterysatisfies the requirement.

That is to say, layered processing is performed on the temperature ofthe battery herein, and temperature control thresholds are respectively40° C., 45° C., and 35° C. When the temperature of the battery is higherthan 40° C., the battery cooling function is started; and when thetemperature of the battery is reduced to 35° C., cooling of the batteryis completed. When the temperature of the battery reaches 45° C., thebattery cooling requirement is preferentially satisfied. Additionally,when the required power P1 is greater than the actual power P2, if thetemperature of the battery is less than 45° C., the intra-vehiclerefrigerating requirement is first satisfied; and if the intra-vehiclerefrigerating power has been sufficient and balanced, the opening degreeof the battery cooling branch is increased, to increase the coolingpower of the battery. If the required power P1 is less than or equal tothe actual power P2, the intra-vehicle refrigerating requirement may bepreferentially satisfied.

According to an embodiment of the present disclosure, as shown in FIG.24, when the temperature adjustment system is in the heating mode, theadjusting a temperature of the battery according to the required powerP1 and the actual power P2 specifically includes:

S35′. Determine whether the required power P1 is greater than the actualpower P2.

S36′. Obtain a power difference between the required power P1 and theactual power P2 if the required power P1 is greater than the actualpower P2, and increase, according to the power difference, a power of aheater used for heating the battery.

S37′. Keep the power of the heater unchanged if the required power P1 isless than or equal to the actual power P2.

Specifically, when the temperature adjustment system enters the heatingmode, the heater is turned on, and the power of the heater is adjustedaccording to P1 and P2. If P1 is greater than P2, it indicates that ifthe heater performs heating according to the current power, thetemperature of the battery cannot be increased to the target temperaturewithin the target time t. Therefore, a power difference between P1 andP2 continues to be obtained, and the power of the heater is increasedaccording to the power difference, where a larger difference between P1and P2 indicates larger increase of the power of the heater. If P1 isless than or equal to P2, the power of the heater may be kept unchanged.When the temperature of the battery is higher than a preset temperature,for example, 10° C., heating on the battery is completed, informationabout turning off a temperature adjustment function is sent to thevehicle-mounted air conditioner through CAN communication, and theheater is controlled to be turned off. If the temperature of the batteryis still lower than 10° C. after the temperature adjustment system hasentered the heating mode for a relatively long time, for example, 1hour, the power of the heater is properly increased, so that the batterycompletes temperature increase as soon as possible. Therefore, thetemperature adjustment power may be precisely controlled according to anactual status of the battery, so that the battery may completetemperature adjustment within the target time.

According to an embodiment of the present disclosure, the foregoingtemperature adjustment method for a vehicle may further include:reducing the rotational speed of the pump if the required power P1 isless than the actual power P2; and increasing the rotational speed ofthe pump if the required power P1 is greater than the actual power P2.

Specifically, when the temperature adjustment system enters the heatingmode or cooling mode, if P1 is less than P2, the controller controls therotational speed of the pump to be reduced, to save electric energy. IfP1 is greater than P2, in addition to controlling the heating power ofthe heater to be increased, or controlling the opening degree of thebattery cooling branch to be increased, the controller further controlsthe rotational speed of the pump to be increased, so that a mass of thecooling liquid flowing through a cross section of the cooling flow pathwithin a unit time may be increased, thereby increasing the actual powerP2, to implement temperature adjustment on the battery within the targettime t.

The vehicle may include a single battery, and may alternatively beformed by connecting a plurality of batteries in series, in parallel orin series and parallel. As shown in FIG. 19 and FIG. 20, using twobatteries as an example, when there are two batteries (a first batteryand a second battery), there are two pumps correspondingly, one of thetwo pumps is a forward pump, and the other is a backward pump.

When the temperature adjustment system enters the cooling mode, thecontroller obtains P1 of each battery, the actual power P2 of eachbattery, and the maximum refrigerating power P of a single compressor;and may calculate the total required power Pz of the entire temperatureadjustment system by adding P1 of each battery, and obtain the totalactual power Pf by adding the actual power P2 of each battery. Therequired power of the first battery is P11, and the required power ofthe second battery is P12. The actual power of the first battery is P21,and the actual power of the second battery is P22. The maximumrefrigerating powers P of all compressors are equal.

If a sum of the total required power Pz and the intra-vehicle coolingrequired power P4 is less than or equal to the maximum refrigeratingpower P of the compressor, that is, Pz+P4≤P, the compressor runsaccording to the refrigerating power Pz+P4.

If Pz+P4>P, whether the temperature of the first battery or the secondbattery is greater than 45° C. is determined. If the temperature isgreater than 45° C., the cooling power is preferentially provided forbattery cooling, the controller controls the compressor 1 to runaccording to the maximum refrigerating power P, the cooling power of thebattery cooling branch 4 is Pz, and the cooling power of theintra-vehicle cooling branch 3 is equal to P−Pz.

If it is determined that the temperature of the battery is not greaterthan 45° C., and the intra-vehicle temperature has not reached the settemperature, the cooling power is preferentially provided to the insideof the vehicle, the compressor 1 runs according to the maximumrefrigerating power P, the cooling power of the intra-vehicle coolingbranch is P4, and the cooling power of the battery cooling branch isequal to P−P4.

If the intra-vehicle temperature has reached the set temperature, thecooling power of the battery is preferentially satisfied. The coolingpower of the battery cooling branch is

Pz.

A sum of the actual power of the first battery and the actual power ofthe second battery is Pf, and when Pz>Pf, the power that needs to beadjusted is Pc (Pc=Pz−Pf). If Pz+P4+Pc≤P, the refrigerating power thatthe compressor needs to increase is Pc, the opening degree of the secondexpansion valve is increased, and the rotational speed of the pump isincreased. Moreover, processing is performed as follows:

If P11−P21=Pc1, P12−P22=Pc2, P11>P21, and P12>P22:

When Pc1 is greater than the set value, the controller controls theforward pump to be turned on and the backward pump to be turned off, sothat the cooling power of the first battery is increased. When Pc2 isgreater than the set value, the controller controls the backward pump tobe turned on and the forward pump to be turned off, so that the coolingpower of the second battery is increased. When Pc1>Pc2, the controllercontrols the forward pump to be turned on and the backward pump to beturned off, so that the cooling power of the first battery is increased.When Pc1≤Pc2, the controller controls the backward pump to be turned onand the forward pump to be turned off, so that the cooling power of thesecond battery is increased.

Moreover, when the temperature T61 of the first battery is greater thanthe temperature T62 of the second battery, the controller controls theforward pump to be turned on and the backward pump to be turned off, sothat the cooling power of the first battery is increased. When thetemperature T61 of the first battery is less than or equal to thetemperature T62 of the second battery, the controller controls thebackward pump to be turned on and the forward pump to be turned off, sothat the cooling power of the battery is increased.

If P21−P11=Pc1, P22−P12=Pc2, P11≤P21, and P12≤P22, processing may beperformed as follows:

When Pc1 is greater than the set value, the controller controls theforward pump to be turned off and the backward pump to be turned on, sothat the cooling power of the first battery is reduced. When Pc2 isgreater than the set value, the controller controls the backward pump tobe turned off and the forward pump to be turned on, so that the coolingpower of the second battery is reduced. When Pc1>Pc2, the controllercontrols the forward pump to be turned off and the backward pump to beturned on, so that the cooling power of the first battery is reduced.When Pc1≤Pc2, the controller controls the backward pump to be turned offand the forward pump to be turned on, so that the cooling power of thesecond battery is reduced.

Moreover, when the temperature T61 of the first battery is greater thanthe temperature T62 of the second battery, the controller controls theforward pump to be turned on and the backward pump to be turned off, sothat the cooling power of the first battery is increased. When thetemperature T61 of the first battery is less than or equal to thetemperature T62 of the second battery, the controller controls thebackward pump to be turned on and the forward pump to be turned off, sothat the cooling power of the battery is increased.

Additionally, alternatively, when the cooling function of the firstbattery and the cooling function of the second battery are started, ifthe temperature of the first battery is higher than the temperature ofthe second battery, and a difference between them exceeds the presetvalue, the controller controls the forward pump to operate, so that thecooling liquid first flows through the first battery, and then flowsthrough the second battery, thereby making the first battery completetemperature reduction as soon as possible. If the temperature of thesecond battery is higher than the temperature of the first battery, andthe difference exceeds the preset value, the controller controls thebackward pump to operate, so that the cooling liquid first flows throughthe second battery, and then flows through the first battery, therebymaking the second battery complete temperature reduction as soon aspossible. Therefore, by changing the flow direction of the coolingliquid, the temperature difference between the first battery and thesecond battery may be reduced.

When neither the cooling function nor the heating function of the firstbattery and the second battery is started, if the temperature differencebetween the first battery and the second battery exceeds the presetvalue, the forward pump or the backward pump may be controlled to bestarted, so that the cooling liquid in the battery cooling branch flows,thereby balancing the temperatures of the first battery and the secondbattery.

In the temperature adjustment method for a vehicle according to thisembodiment of the present disclosure, the required power used forperforming temperature adjustment on the battery is first obtained; thenthe actual power used for performing temperature adjustment on thebattery is obtained; and finally the opening degrees of theintra-vehicle cooling branch and the battery cooling branch are adjustedaccording to the required power, the actual power, the intra-vehicletemperature, and the air conditioner set temperature. Therefore, byadjusting the opening degrees of the intra-vehicle cooling branch andthe battery cooling branch, the method may quickly adjust thetemperature of the vehicle-mounted battery when the temperature isexcessively high or excessively low, thereby maintaining the temperatureof the vehicle-mounted battery within a preset range, and avoiding acase of affecting performance of the vehicle-mounted battery because ofthe temperature, and may further make the intra-vehicle temperaturesatisfy a requirement if the temperature of the battery satisfies arequirement.

When there are a plurality of batteries, a plurality of refrigeratingbranches, a plurality of intra-vehicle cooling branches, and a pluralityof battery cooling branches, the temperature adjustment system for avehicle-mounted battery includes: the plurality of refrigeratingbranches, the plurality of intra-vehicle cooling branches, the pluralityof battery cooling branches, and a battery temperature adjustmentmodule.

Each refrigerating branch includes a compressor 1, and a condenser 2connected to the compressor 1. The plurality of intra-vehicle coolingbranches are respectively connected to the plurality of refrigeratingbranches. The battery temperature adjustment module 5 is connected to abattery cooling branch, and is used for obtaining a required power P1and an actual power P2, obtaining area temperatures Tq of a plurality ofareas in the vehicle and an air conditioner set temperature Ts, andadjusting opening degrees of the plurality of intra-vehicle coolingbranches, the plurality of battery cooling branches and the plurality ofrefrigerating branches according to the required power P1, the actualpower P2, the plurality of area temperatures Tq, and the air conditionerset temperature Ts.

During implementation of the present disclosure, the battery may be abattery pack or a battery module. Each battery cooling branchcorresponds to a plurality of batteries connected in parallel orconnected in series.

According to an embodiment of the present disclosure, the batterytemperature adjustment module 5 adjusts the opening degrees of theplurality of intra-vehicle cooling branches, the plurality of batterycooling branches and the plurality of refrigerating branches within thetarget time t according to the required power P1, the actual power P2,the plurality of area temperatures Tq, and the air conditioner settemperature Ts, to reach the target temperature.

For example, as shown in FIG. 25 to FIG. 27, using two refrigeratingbranches, two battery cooling branches, two intra-vehicle coolingbranches and two batteries as an example, the batteries are respectivelya first battery 61 and a second battery 62, the refrigerating branchesare respectively a first refrigerating branch 11 and a secondrefrigerating branch 12, the battery cooling branches are respectively afirst battery cooling branch 401 and a second battery cooling branch402, and the intra-vehicle cooling branches are respectively a firstintra-vehicle cooling branch 301 and a second intra-vehicle coolingbranch 302. FIG. 25 and FIG. 26 show batteries connected in series, andFIG. 27 shows batteries connected in parallel. When the temperature ofat least one of the first battery 61 and the second battery 62 isexcessively high/excessively low, temperature adjustment needs to beperformed on the at least one of the first battery 61 and the secondbattery 62. The battery temperature adjustment module 5 obtains therequired power P1 and the actual power P2, and adjusts opening degreesof the plurality of battery cooling branches according to P1 and P2, toadjust the cooling power of the battery; and the battery temperatureadjustment module 5 obtains the plurality of area temperatures Tq andthe air conditioner set temperature Ts, and controls the opening degreeof each battery cooling branch according to Tq and Ts. For example, ifTq of an area is relatively high and greatly different from Tq ofanother area, the battery temperature adjustment module 5 controls theopening degree of the intra-vehicle cooling branch for cooling the areato be increased, and moreover controls the opening degree of thecorresponding battery cooling branch to be reduced. Moreover, to ensurethat the cooling power of the battery is unchanged, the batterytemperature adjustment module 5 controls the opening degree of anotherintra-vehicle cooling branch to be reduced, and moreover controls theopening degree of the corresponding battery cooling branch to beincreased. Therefore, the system allocates refrigerating capacities to abattery and the areas in the compartment according to an actual statusof each battery, the plurality of area temperatures in the compartment,and the air conditioner set temperature, thereby not only adjusting thetemperature of the battery when the temperature is excessively high orexcessively low, to maintain the temperature of the battery within apreset range, but also balancing the temperatures of the areas in thecompartment.

It may be understood that, the battery temperature adjustment module 5has a refrigerating power provided by the vehicle-mounted airconditioner, and shares a refrigerating capacity with an intra-vehiclerefrigerating system, thereby reducing the volume of the temperatureadjustment system, and making allocation of the flow of the coolingliquid more flexible.

According to an embodiment of the present disclosure, the batterycooling branch may include a heat exchanger 41, and the heat exchanger41 is connected to the battery temperature adjustment module 5. The heatexchanger 41 may include a first duct and a second duct, the second ductis connected to a battery temperature adjustment module 5, and the firstduct is in communication with a compressor 1, where the first duct andthe second duct are adjacently disposed independent of each other. Thebattery temperature adjustment module 5 includes: a flow path ofadjusting the temperature of the battery (not specifically shown in thefigure), where the flow path is disposed in the battery; and a pump 51,a medium container 52, a heater 53, and a controller (not specificallyshown in the figure) that are connected between the flow path and theheat exchanger 41. The controller obtains a required power P1 used forperforming temperature adjustment on a battery and an actual power P2 ofthe battery, and adjusts a temperature of the battery according to therequired power P1 and the actual power P2. The intra-vehicle coolingbranch may include: an evaporator 31, a first expansion valve 32, and afirst electronic valve 33. The battery cooling branch 4 may furtherinclude a second expansion valve 42 and a second electronic valve 43.

As shown in FIG. 27, when there are a plurality of batteries connectedin parallel, an inlet of a flow path of each battery is further providedwith a valve 58. The controller may control, according to P1 and P2corresponding to each battery by controlling the valve 58, the flow ofthe cooling liquid flowing into each battery, thereby preciselycontrolling the heating power/refrigerating power of each battery.

According to an embodiment of the present disclosure, as shown in FIG.25 to FIG. 27, when there are a plurality of batteries, and the flowpaths are connected in series, the plurality of batteries correspond toa plurality of pumps for adjusting flows of the cooling liquid of thebatteries, and the pumps are bidirectional pumps.

As shown in FIG. 25 to FIG. 27, using two batteries as an example, whenthere are two batteries (a first battery 61 and a second battery 62)connected in series, there are two pumps correspondingly, one of the twopumps is a forward pump 511, and the other is a backward pump 512.

As shown in FIG. 25, when the forward pump 511 is started, the flowingdirection of the cooling liquid in the second duct is: the mediumcontainer 52—the heat exchanger 41—the heater 53—the forward pump511—the first temperature sensor 55—the first battery 61—the secondbattery 62—the second temperature sensor 56—the flow velocity sensor57—the medium container 52. As shown in FIG. 26, when the backward pump512 is started, the flowing direction of the cooling liquid in thesecond duct is: the medium container 52—the flow velocity sensor 57—thesecond temperature sensor 56—the second battery 62—the first battery61—the first temperature sensor 55—the backward pump 512—the heater53—the heat exchanger 41—the medium container 52.

Additionally, when the cooling function of the first battery 61 and thecooling function of the second battery 62 are started, if thetemperature of the first battery 61 is higher than the temperature ofthe second battery 62, and a difference between them exceeds the presetvalue, the controller controls the forward pump 511 to operate, so thatthe cooling liquid first flows through the first battery 61, and thenflows through the second battery 62, thereby making the first battery 61complete temperature reduction as soon as possible. If the temperatureof the second battery 62 is higher than the temperature of the firstbattery 61, and the difference exceeds the preset value, the controllercontrols the backward pump 512 to operate, so that the cooling liquidfirst flows through the second battery 62, and then flows through thefirst battery 61, thereby making the second battery 62 completetemperature reduction as soon as possible. Therefore, by changing theflow direction of the cooling liquid, the temperature difference betweenthe first battery 61 and the second battery 62 may be reduced. Whenneither the cooling function nor the heating function of the firstbattery 61 and the second battery 62 is started, if the temperaturedifference between the first battery 61 and the second battery 62exceeds the preset value, the controller may control the forward pump511 to be started, so that the cooling liquid in the battery coolingbranch 4 flows, thereby balancing the temperatures of the first battery61 and the second battery 62.

How to obtain the required power P1 and the actual power P2 is describedbelow with reference to a specific embodiment.

According to an embodiment of the present disclosure, the controller maybe configured to: obtain a first parameter when enabling temperatureadjustment on each battery, and generate a first required power of eachbattery according to the first parameter; obtain a second parameter whenenabling temperature adjustment on each battery, and generate a secondrequired power of each battery according to the second parameter; andgenerate the required power P1 of each battery according to the firstrequired power of each battery and the second required power of eachbattery.

According to an embodiment of the present disclosure, the firstparameter includes an initial temperature when enabling temperatureadjustment on the battery, the target temperature, and the target time tfor reaching the target temperature from the initial temperature, andthe controller obtains a first temperature difference ΔT₁ between theinitial temperature and the target temperature, and generates the firstrequired power according to the first temperature difference ΔT₁ and thetarget time t.

The controller generates the first required power through the followingformula (1):

ΔT₁*C*M/t  (1)

where ΔT₁ is the first temperature difference between the initialtemperature and the target temperature, t is the target time, C is aspecific heat capacity of the battery 6, and M is a mass of the battery.

The second parameter is an average current I of each battery within apreset time, and the controller generates the second required powerthrough the following formula (2):

I²*R  (2)

where I is the average current, and R is an internal resistance of thebattery.

When the battery is cooled, P1=ΔT₁*C*M/t+I²*R; and when the battery isheated, P1=ΔT₁*C*M/t−I²*R.

According to an embodiment of the present disclosure, the controllergenerates a second temperature difference ΔT₂ of each battery accordingto an inlet temperature detected by the first temperature sensor 55 andan outlet temperature detected by the second temperature sensor 56 thatare in a loop in which each battery is located, and generates the actualpower P2 of each battery according to the second temperature differenceΔT₂ of each battery and a flow velocity v that is detected by the flowvelocity sensor 57.

According to an embodiment of the present disclosure, the actual powerP2 is generated through the following formula (3):

ΔT₂*c*m  (3)

where ΔT₂ is the second temperature difference, c is a specific heatcapacity of the cooling liquid in the flow path, and m is a mass of thecooling liquid flowing through a cross section of the flow path within aunit time, where m=v*ρ*s, v is a flow velocity of the cooling liquid, ρis a density of the cooling liquid, and s is a cross-sectional area ofthe flow path.

Specifically, as shown in FIG. 25 to FIG. 27, after the vehicle ispowered on, the controller determines whether temperature adjustmentneeds to be performed on the vehicle; and if it is determined thattemperature adjustment needs to be performed on the vehicle, enables atemperature adjustment function, and sends information about a lowrotational speed to the pump 51, and the pump begins operating at adefault rotational speed (for example, low rotational speed). Thecontroller may obtain the initial temperature (that is, currenttemperature) of each battery, the target temperature, and the targettime t for reaching the target temperature from the initial temperature,where the target temperature and the target time t may be presetaccording to an actual situation, and the first required power of eachbattery is calculated according to the formula (1). Moreover, thecontroller obtains the average current I of each battery within thepreset time, and the second required power of each battery is calculatedaccording to the formula (2). Then, the controller calculates therequired power P1 according to the first required power and the secondrequired power of each battery. Moreover, as shown in FIG. 25 to FIG.27, when the batteries are connected in series, the controller obtainstemperature information detected by the first temperature sensor 55 andthe second temperature sensor 56, and obtains flow velocity informationdetected by the flow velocity sensor, and the actual power P2 of thebattery is calculated according to the formula (3). As shown in FIG. 27,when the batteries are connected in parallel, the controller obtainstemperature information detected by the first temperature sensor 55 andthe second temperature sensor 56 that are set corresponding to eachbattery, and obtains flow velocity information detected by each flowvelocity sensor 57, and the actual power P2 of each battery 6 iscalculated according to the formula (3).

How to adjust the opening degrees of the plurality of intra-vehiclecooling branches (30 and 30), the plurality of battery cooling branches(401 and 402) and the plurality of refrigerating branches (11 and 12)according to the required power P1, the actual power P2, the pluralityof area temperatures Tq and the air conditioner set temperature Ts isdescribed below with reference to a specific embodiment.

According to an embodiment of the present disclosure, the controller isfurther configured to generate a total required power Pz according torequired powers P1 of a plurality of batteries, and determine whetherthe total required power Pz matches the maximum refrigerating power P ofthe vehicle-mounted air conditioner. If matching, the controller coolsthe batteries according to the total required power P1 of the pluralityof batteries connected in parallel. If not matching, the controllercools the batteries according to the maximum refrigerating power P ofthe compressor and the required power P1 of the plurality of batterycooling branches.

Specifically, as shown in FIG. 27, when the battery cooling function isturned on, the controller may calculate the total required power Pz ofthe entire temperature adjustment system according to the requiredpowers P1 of all of the batteries, that is, obtain the total requiredpower Pz by adding the required powers P1 of all of the batteries. Then,whether Pz matches the maximum refrigerating power P of thevehicle-mounted air conditioner is determined, that is, whether Pz isless than or equal to P is determined according to the total requiredpower Pz. If yes, the controller cools each battery according to therequired power P1 of each battery by controlling the valve 58. If Pzdoes not match the maximum refrigerating power P of the vehicle-mountedair conditioner, that is, Pz is greater than P, the controller allocatesthe flow of the cooling liquid in proportion according to the maximumrefrigerating power P of the air conditioner and the required power P1of each battery by adjusting the opening degree of the valve 58, therebycompleting temperature reduction on each battery at maximum efficiency.

According to an embodiment of the present disclosure, the plurality ofrefrigerating branches respectively correspond to a plurality of airoutlets, and the plurality of area temperatures are temperatures of theplurality of air outlets.

For example, as shown in FIG. 28, 4 air outlets may be disposed in thecompartment, and are respectively an air outlet 1 to an air outlet 4. Acorresponding area temperature Tq is detected by detecting an air outlettemperature Tc. It is assumed that the air outlet 1 and the air outlet 2are provided with a refrigerating power by the first refrigeratingbranch 11, and the air outlet 3 and the air outlet 4 are provided with arefrigerating power by the second refrigerating branch 12.

According to an embodiment of the present disclosure, the controller isfurther configured to: detect temperatures of a plurality of batteries;control, when a temperature of any one of the plurality of batteriesconnected in parallel is greater than a first temperature threshold, thetemperature adjustment system to enter a cooling mode; and control, whena temperature of any one of the plurality of batteries is less than asecond temperature threshold, the temperature adjustment system to entera heating mode. The first temperature threshold and the secondtemperature threshold may be preset according to an actual situation.For example, the first temperature threshold may be 40° C., and thesecond temperature threshold may be 0° C.

Specifically, after the vehicle is powered on, the controller detectsthe temperature of each battery in real time, and performs determining.If a temperature of one of the batteries is higher than 40° C., itindicates that the temperature of the battery is excessively high inthis case. To prevent the high temperature from affecting performance ofthe battery, temperature reduction processing needs to be performed onthe battery, and the controller controls the temperature adjustmentsystem to enter the cooling mode, sends information about starting thebattery cooling function to the air conditioner system, and controls thesecond electronic valve 43 to be turned on, so that the cooling liquidperforms heat exchange with the battery to reduce the temperature of thebattery.

If a temperature of a battery is less than 0° C., it indicates that thetemperature of the battery is excessively low in this case. To preventthe low temperature from affecting performance of the battery,temperature increase processing needs to be performed on the battery,the controller controls the temperature adjustment system to enter aheating mode, controls the second electronic valve 43 to be turned off,and controls the heater 53 to be turned on, to provide the heating powerto the temperature adjustment system.

According to an embodiment of the present disclosure, when thetemperature adjustment system is in the cooling mode, the controller isfurther configured to determine, when the required power P1 of thebattery cooling branch is greater than the actual power P2, whether thetemperature of the battery is greater than the third temperaturethreshold. If the temperature of the battery is greater than the thirdtemperature threshold, the controller reduces opening degrees of theplurality of intra-vehicle cooling branches, and increases openingdegrees of the plurality of battery cooling branches, where the openingdegrees of the plurality of battery cooling branches are respectivelycontrolled through corresponding valves (that is, the second expansionvalves 42). The third temperature threshold is greater than the firsttemperature threshold. For example, the third temperature threshold maybe 45° C.

Specifically, when the temperature adjustment system is in the coolingmode, if P1 is greater than P2, the controller determines whether thetemperature of the battery is greater than 45° C. If the temperature ofany battery is greater than 45° C., it indicates that the temperature ofthe current battery is excessively high, the controller reduces theopening degree of the first expansion valve 32, to reduce the flow ofthe cooling liquid of the intra-vehicle cooling branch, and moreoverincreases the opening degree of the second expansion valve 42, toincrease the flow of the cooling liquid of the battery cooling branch.Therefore, by adjusting allocation of the refrigerating capacities ofthe intra-vehicle cooling branch and the battery cooling branch,temperature adjustment on the battery may be completed within the targettime when the temperature of the battery is excessively high.

According to an embodiment of the present disclosure, in the coolingmode, when a required power P1 of a battery is greater than the actualpower P2 of the battery, the controller is further configured to: obtaina power difference between the required power P1 and the actual power P2used for performing temperature adjustment on the battery, and increase,according to the power difference, the power of the compressor 1 usedfor cooling the battery, or perform adjustment to increase the flow ofthe cooling liquid in the cycling branch of the battery, to increase thecooling power of the battery; or when a required power P1 of a batteryis less than or equal to the actual power P2 of the battery, reduce thepower of the compressor or keep the power of the compressor unchanged,or perform adjustment to reduce the flow of the cooling liquid in thecycling branch of the battery, to reduce the cooling power of thebattery.

Specifically, when operating in the cooling mode, if there are aplurality of batteries, the controller obtains P1 and P2 of eachbattery, and performs determining. If P1 for one of the batteries isgreater than P2, it indicates that the temperature reduction on thebattery cannot be completed within the target time according to thecurrent refrigerating power or flow of the cooling liquid. Therefore,the controller obtains a power difference between P1 and P2 of thebattery, and increases the power of the compressor 1 or increases theflow of the cooling liquid of the cycling branch of the batteryaccording to the power difference, to increase the cooling power of thebattery, where a larger power difference between P1 and P2 indicateslarger increase of the power of the compressor 1 and the flow of thecooling liquid of the battery, so that the temperature of the battery isreduced to the target temperature within the preset time t. If P1 on oneof the batteries is less than or equal to P2, the power of thecompressor 1 may be kept unchanged or the power of the compressor 1 maybe properly reduced, or the flow of the cooling liquid of the cyclingbranch of the battery is reduced, to reduce the cooling power of thebattery. When the temperatures of all of the batteries are less than 35°C., cooling on the batteries is completed, the controller sendsinformation about turning off a temperature adjustment function to thevehicle-mounted air conditioner through CAN communication, and controlsthe second electronic valves 43 to be turned off. If the temperature ofa battery is still higher than 35° C. after the temperature adjustmentsystem has entered the cooling mode for a relatively long time, forexample, 1 hour, the controller properly increases the power of thecompressor, so that the battery completes temperature reduction as soonas possible.

According to an embodiment of the present disclosure, the controller isfurther configured to reduce the opening degrees of the plurality ofintra-vehicle cooling branches and increase the opening degrees of theplurality of battery cooling branches when the temperature of a batteryis less than the third temperature threshold and the intra-vehicletemperature is equal to the air conditioner set temperature Ts.

Specifically, when the temperature adjustment system is in the coolingmode, if the temperature of each battery is less than 45° C., thecontroller determines whether the intra-vehicle temperature reaches theair conditioner set temperature Ts. If yes, the controller reduces theopening degree of the first expansion valve 32, and increases theopening degree of the second expansion valve 42, to increase the flow ofthe cooling liquid of the battery cooling branch, reduce the flow of thecooling liquid of the intra-vehicle cooling branch, and complete thetemperature reduction of the battery as soon as possible. If theintra-vehicle temperature has not reached the air conditioner settemperature Ts, the intra-vehicle refrigerating requirement ispreferentially satisfied, and the controller increases the openingdegree of the first expansion valve 32, and reduces the opening degreeof the second expansion valve 42.

Moreover, layered processing is further performed on the temperature ofthe battery, and temperature control thresholds are respectively 40° C.,45° C., and 35° C. When the temperature of the battery is higher than40° C., the battery cooling function is started; and when thetemperature of the battery is reduced to 35° C., cooling of the batteryis completed. When the temperature of the battery reaches 45° C., thebattery cooling requirement is preferentially satisfied. Additionally,when the required power P1 is greater than the actual power P2, if thetemperature of the battery does not exceed 45° C., the intra-vehiclerefrigerating requirement is still preferentially satisfied; and if theintra-vehicle refrigerating power has been sufficient and balanced, thecontroller increases the opening degree of the battery cooling branch,to increase the cooling power of the battery. If the required power P1is less than or equal to the actual power P2, the intra-vehiclerefrigerating requirement may be preferentially satisfied.

According to an embodiment of the present disclosure, the controller isfurther configured to: obtain a temperature difference between theplurality of area temperatures; and when the temperature difference isgreater than the fourth temperature threshold, increase the openingdegree of the intra-vehicle cooling branch corresponding to therefrigerating branch in which the air outlet with a high temperature islocated, and reduce the opening degree of the battery cooling branchcorresponding to the refrigerating branch in which the air outlet with ahigh temperature is located. The fourth temperature threshold may bepreset according to an actual situation, for example, may be 3° C.

According to an embodiment of the present disclosure, the controller isfurther configured to reduce the opening degree of the intra-vehiclecooling branch corresponding to the refrigerating branch in which theair outlet with a low temperature is located, and increase the openingdegree of the battery cooling branch corresponding to the refrigeratingbranch in which the air outlet with a low temperature is located.

Specifically, in a battery cooling process, if the air conditioner needsto be turned on in the vehicle, the ambient temperature in thecompartment needs to be monitored and controlled, so that ambienttemperatures at places in the vehicle are kept balanced, and moreoverthe battery cooling requirement can be satisfied. As shown in FIG. 28,when it is detected that the area temperature Tq at the air outlet 1 andthe air outlet 2 is higher than the area temperature Tq at places nearthe air outlet 3 and the air outlet 4 by more than 3° C., the controllercontrols the opening degree of the first expansion valve 32 in the firstintra-vehicle cooling branch 301 to be increased, and moreover controlsthe opening degree of the second expansion valve 42 in the first batterycooling branch 401 to be reduced, so that the cooling power in the firstintra-vehicle cooling branch 301 is increased. The controller furthercontrols the opening degree of the first expansion valve 32 in thesecond intra-vehicle cooling branch 302 to be reduced, and the openingdegree of the second expansion valve 42 in the second battery coolingbranch 402 to be increased, so that the cooling power in the secondintra-vehicle cooling branch 302 is relatively small. Therefore, thecooling power of the first battery cooling branch 301 and the coolingpower of the second battery cooling branch 302 may be kept unchanged,and moreover area air temperatures near the air outlets in the vehicleare kept balanced. When the vehicle-mounted air conditioner detects thata difference between the area air temperature Tq near the air outlet 1and the air outlet 2 and the area air temperature Tq near the air outlet3 and the air outlet 4 is within 3° C., the controller controls theopening degrees of the first expansion valves 32 in the firstintra-vehicle cooling branch 301 and the second intra-vehicle coolingbranch 302 to be the same, to ensure that the cooling power of the firstintra-vehicle cooling branch 301 and the cooling power of the secondintra-vehicle cooling branch 302 are the same.

According to an embodiment of the present disclosure, when thetemperature adjustment system is in the heating mode, and a requiredpower P1 of a battery is greater than the actual power P2 of thebattery, the controller obtains a power difference between the requiredpower P1 and the actual power P2 used for performing temperatureadjustment on the battery, and increase, according to the powerdifference, the power of the heater used for heating the battery, orperform adjustment to increase the flow of the cooling liquid in thecycling branch of the battery, to increase the heating power of thebattery; and when a required power P1 of a battery is less than or equalto the actual power P2 of the battery, the controller reduces the powerof the heater or keeps the power of the heater unchanged, or performsadjustment to reduce the flow of the cooling liquid in the cyclingbranch of the battery, to reduce the heating power of the battery.

Specifically, when the temperature adjustment system is in the heatingmode, the controller obtains P1 and P2 of each battery, and performsdetermining. If P1 for one of the batteries is greater than P2, itindicates that temperature increase on the battery cannot be completedwithin the target time according to the current heating power or flow ofthe cooling liquid. Therefore, the controller obtains a power differencebetween P1 and P2 of the battery, and increases, according to the powerdifference, the power of the heater 53 used for heating the battery, orperforms adjustment to increase the rotational speed of thecorresponding pump 51, to increase the flow of the cooling liquid of thecycling branch of the battery, so that temperature adjustment on thebattery may be completed within the target time t. A larger differencebetween P1 and P2 indicates larger increase of the power of the heater53. If P1 of a battery is less than or equal to P2, the controller mayproperly reduce the power of the heater 53, to save electric energy, orperform adjustment to reduce the rotational speed of the correspondingpump 51 to reduce the flow of the cooling liquid of the cycling branchof the battery, to reduce the heating power, or keep the power of theheater 53 unchanged. When the temperatures of all of the batteries arehigher than a preset temperature, for example, 10° C., heating on thebatteries is completed, the controller sends information about turningoff a temperature adjustment function to the vehicle-mounted airconditioner through CAN communication, and controls the heater 53 to beturned off. If the temperature of a battery is still lower than 10° C.after the temperature adjustment system has entered the heating mode fora relatively long time, for example, 1 hour, the controller properlyincreases the power of the heater 53, so that the battery completestemperature increase as soon as possible.

According to an embodiment of the present disclosure, the controller isfurther configured to reduce the rotational speed of the pump 51 whenthe required power P1 of a battery is less than the corresponding actualpower P2, and increase the rotational speed of the pump 51 when therequired power P1 of a battery is greater than the corresponding actualpower P2.

Specifically, when the temperature adjustment system enters the heatingmode or cooling mode, if P1 of a battery is less than P2, the controllercontrols the rotational speed of the corresponding pump 51 to bereduced, to save electric energy. If P1 of a battery 6 is greater thanP2, in addition to controlling the power of the corresponding heater 53or compressor 1 to be increased or the flow of the cooling liquid in theloop in which the battery is located to be increased, the controllerfurther controls the rotational speed of the pump 51 to be increased, toincrease a mass of the cooling liquid flowing through a cross section ofthe cooling flow path within a unit time, thereby increasing the actualpower P2 of the battery, to implement temperature adjustment within thetarget time t.

According to an embodiment of the present disclosure, as shown in FIG.27, the plurality of batteries are connected in parallel, and thecontroller is further configured to: in the cooling mode, when atemperature difference between the batteries exceeds a set value,increase the cooling power of the battery whose temperature isrelatively high; and in the heating mode, when the temperaturedifference between the batteries exceeds the set value, increase theheating power of the battery whose temperature is relatively low isincreased. The set value may be 3° C.

Specifically, as shown in FIG. 27, when the batteries are connected inparallel, an inlet of a flow path of each battery is further providedwith a valve 58. In the cooling mode, when the temperature differencebetween the batteries exceeds 3° C., the controller increases theopening degree of the valve 58 in the battery cooling branch in whichthe battery with a relatively high temperature is located, to increasethe cooling power of the battery with a relatively high temperature. Inthe heating mode, when the temperature difference between the batteriesexceeds 3° C., the controller increases the opening degree of the valve58 in the battery cooling branch in which the battery with a relativelylow temperature is located, to increase the heating power of the batterywith a relatively low temperature.

According to an embodiment of the present disclosure, as shown in FIG.27, the plurality of batteries are connected in parallel. In the coolingmode, the controller individually controls the flow of the coolingliquid of the flow path of each branch, and may adjust the flow of thecooling liquid of the flow path of each battery according to therequired power of each battery, so that the actual power and therequired power of each battery are equal.

Specifically, as shown in FIG. 27, in the cooling mode, the controllermay respectively control the flow of the cooling liquid of the firstbattery cooling branch 401 and the flow of the cooling liquid of thesecond battery cooling branch 402 by controlling the opening degree ofthe second expansion valve 42, and may respectively control, bycontrolling the opening degree of the valve 58, the flows of the coolingliquid flowing into the flow paths of the first battery 61 and thesecond battery 62, so that the required power P1 and the required powerP2 of each battery are equal, to complete the temperature adjustment onthe battery as soon as possible.

According to an embodiment of the present disclosure, as shown in FIG.25 to FIG. 27, when there are a plurality of batteries, and the flowpaths are connected in series, the plurality of batteries correspond toa plurality of pumps for adjusting flows of the cooling liquid of thebatteries, and the pumps are bidirectional pumps.

To make a person skilled in the art more clearly understand the presentdisclosure, an operating process of the temperature adjustment systemfor a vehicle-mounted battery is described below with reference tospecific examples.

Main differences between FIG. 25 and FIG. 19 are addition of acompressor refrigerating loop, and addition of problems of temperaturebalancing between air outlets of an intra-vehicle air conditioner andpower adjustment between compressors. Only the differences are listedbelow, and the rest is not described.

As shown in FIG. 25, when there are a plurality of batteries, and thetemperature adjustment system enters the cooling mode, the controllerobtains P1 of each battery 6, the actual power P2 of each battery, andthe maximum refrigerating power P of a single compressor; and maycalculate the total required power Pz of the entire temperatureadjustment system by adding P1 of each battery, obtain the total actualpower Pf by adding the actual power P2 of each battery, and maycalculate a sum P5 of the maximum refrigerating powers of allcompressors by adding the maximum refrigerating power of eachcompressor. P51 is the maximum refrigerating power of the compressor 11,P52 is the maximum refrigerating power of the compressor 12, P5 is thesum of the maximum refrigerating powers of all of the compressors, andP5=P51+P52. The required power of the first battery 61 is P11, and therequired power of the second battery 62 is P12. The actual power of thefirst battery 61 is P21, and the actual power of the second battery 62is P22.

If Pz≤P51, only one compressor 1 needs to be controlled to operate, toprovide the refrigerating power, and two compressors 1 may alternativelybe controlled to operate together. If P51<Pz≤P5, two compressors need tooperate together, and an initial refrigerating power of each compressormay be Pz/2, or be of another power combination form, so that a sum ofthe refrigerating powers of the two compressors is Pz. If Pz>P5, twocompressors 1 need to operate together, and each compressor runsaccording to the maximum refrigerating power. The required power of theintra-vehicle cooling branch is P4, that is, P4 is a power required foradjusting the intra-vehicle temperature to the set temperature.

When intra-vehicle cooling and battery cooling are both turned on, it isassumed that the area temperature of the air outlet 1 and the air outlet2 is T51, and the area temperature of the air outlet 3 and the airoutlet 4 is T52.

If T51−T52≥Tc, and Tc is 3° C., processing is performed as follows:

If Pz+P4≤P5, the controller controls the refrigerating power of thefirst compressor 11 to be increased, or controls the opening degree ofthe expansion valve of the battery cooling branch in the refrigeratingloop of the first compressor 11 to be reduced, and controls the openingdegree of the expansion valve of the intra-vehicle cooling loop to beincreased; or controls the opening degree of the expansion valve of thebattery cooling branch in the refrigerating loop of the secondcompressor 12 to be increased, and controls the opening degree of theexpansion valve of the intra-vehicle cooling loop to be reduced, so thatthe temperature T51 is reduced quickly, and moreover the cooling powerrequirement of the battery is satisfied, to achieve a balancedintra-vehicle ambient temperature.

If Pz+P4>P5, the controller controls the first compressor 11 and thesecond compressor 12 to run at the maximum refrigerating power, orcontrols the opening degree of the expansion valve of the batterycooling branch in the refrigerating loop of the first compressor 11 tobe reduced, and controls the opening degree of the expansion valve ofthe intra-vehicle cooling loop to be increased; or controls the openingdegree of the expansion valve of the battery cooling branch in therefrigerating loop of the second compressor 12 to be increased, andcontrols the opening degree of the expansion valve of the intra-vehiclecooling loop to be reduced, so that the temperature T51 is reducedquickly, and moreover the cooling power requirement of the battery issatisfied, to achieve a balanced intra-vehicle ambient temperature.

If T51−T52≥Tc, and Tc is 3° C., processing may also be performed asfollows:

The controller controls the battery cooling branch in the refrigeratingloop of the first compressor 11 to be turned off, and controls theopening degree of the expansion valve of the intra-vehicle cooling loopto be increased, so that all of the refrigerating power of the firstcompressor 11 is used for intra-vehicle cooling. Moreover, thecontroller controls the opening degree of the expansion valve of thebattery cooling branch in the refrigerating loop of the secondcompressor 12 to be increased, and controls the opening degree of theexpansion valve of the intra-vehicle cooling loop to be reduced, toincrease the battery cooling power, so that the temperature T51 isreduced quickly, and moreover the cooling power requirement of thebattery is satisfied, to achieve a balanced intra-vehicle ambienttemperature.

Main differences between FIG. 27 and FIG. 11 are addition of acompressor refrigerating loop, and addition of problems of temperaturebalancing between air outlets of an intra-vehicle air conditioner andpower adjustment between compressors. Only the differences are listedbelow, and the rest is not described.

As shown in FIG. 27, when there are a plurality of batteries, and thetemperature adjustment system enters the cooling mode, the controllerobtains P1 of each battery 6, the actual power P2 of each battery, andthe maximum refrigerating power P of a single compressor; and maycalculate the total required power Pz of the entire temperatureadjustment system by adding P1 of each battery, obtain the total actualpower Pf by adding the actual power P2 of each battery, and maycalculate a sum P5 of the maximum refrigerating powers of allcompressors by adding the maximum refrigerating power of eachcompressor. P51 is the maximum refrigerating power of the compressor 11,P52 is the maximum refrigerating power of the compressor 12, P5 is thesum of the maximum refrigerating powers of all of the compressors, andP5=P51+P52. The required power of the first battery 61 is P11, and therequired power of the second battery 62 is P12. The actual power of thefirst battery 61 is P21, and the actual power of the second battery 62is P22.

If Pz≤P51, only one compressor 1 needs to be controlled to operate, toprovide the refrigerating power, and two compressors 1 may alternativelybe controlled to operate together. If P51<Pz≤P5, two compressors need tooperate together, and an initial refrigerating power of each compressormay be Pz/2, or be of another power combination form, so that a sum ofthe refrigerating powers of the two compressors is Pz. If Pz>P5, twocompressors 1 need to operate together, and each compressor runsaccording to the maximum refrigerating power. The required power of theintra-vehicle cooling branch is P4, that is, P4 is a power required foradjusting the intra-vehicle temperature to the set temperature.

When intra-vehicle cooling and battery cooling are both turned on, it isassumed that the area temperature of the air outlet 1 and the air outlet2 is T51, and the area temperature of the air outlet 3 and the airoutlet 4 is T52.

If T51−T52≥Tc, and Tc is 3° C., processing is performed as follows:

If Pz+P4≤P5, the controller controls the refrigerating power of thefirst compressor 11 to be increased, or controls the opening degree ofthe expansion valve of the battery cooling branch in the refrigeratingloop of the first compressor 11 to be reduced, and controls the openingdegree of the expansion valve of the intra-vehicle cooling loop to beincreased; or controls the opening degree of the expansion valve of thebattery cooling branch in the refrigerating loop of the secondcompressor 12 to be increased, and controls the opening degree of theexpansion valve of the intra-vehicle cooling loop to be reduced, so thatthe temperature T51 is reduced quickly, and moreover the cooling powerrequirement of the battery is satisfied, to achieve a balancedintra-vehicle ambient temperature.

If Pz+P4>P5, the controller controls the first compressor 11 and thesecond compressor 12 to run at the maximum refrigerating power, orcontrols the opening degree of the expansion valve of the batterycooling branch in the refrigerating loop of the first compressor 11 tobe reduced, and controls the opening degree of the expansion valve ofthe intra-vehicle cooling loop to be increased; or controls the openingdegree of the expansion valve of the battery cooling branch in therefrigerating loop of the second compressor 12 to be increased, andcontrols the opening degree of the expansion valve of the intra-vehiclecooling loop to be reduced, so that the temperature T51 is reducedquickly, and moreover the cooling power requirement of the battery issatisfied, to achieve a balanced intra-vehicle ambient temperature.

If T51−T52≥Tc, and Tc is 3° C., processing may also be performed asfollows:

The controller controls the battery cooling branch in the refrigeratingloop of the first compressor 11 to be turned off, and controls theopening degree of the expansion valve of the intra-vehicle cooling loopto be increased, so that all of the refrigerating power of the firstcompressor 11 is used for intra-vehicle cooling. Moreover, thecontroller controls the opening degree of the expansion valve of thebattery cooling branch in the refrigerating loop of the secondcompressor 12 to be increased, and controls the opening degree of theexpansion valve of the intra-vehicle cooling loop to be reduced, toincrease the battery cooling power, so that the temperature T51 isreduced quickly, and moreover the cooling power requirement of thebattery is satisfied, to achieve a balanced intra-vehicle ambienttemperature. The temperature adjustment system for a vehicle-mountedbattery according to this embodiment of the present disclosure mayallocate refrigerating capacities to a battery and the areas in thecompartment according to an actual status of each battery, the pluralityof area temperatures in the compartment, and the air conditioner settemperature, thereby not only adjusting the temperature of the batterywhen the temperature is excessively high or excessively low, to maintainthe temperature of the battery within a preset range, but also balancingthe temperatures of the areas in the compartment.

When the temperature adjustment system for a vehicle-mounted batteryincludes a plurality of battery cooling branches, a plurality ofintra-vehicle cooling branches and a plurality of refrigeratingbranches, as shown in FIG. 29, the temperature adjustment method for avehicle-mounted battery includes the following steps:

S1′″. Obtain required powers P1 and actual powers P2 of a plurality ofbatteries in the plurality of battery cooling branches respectively. Abattery cooling branch is used for performing temperature adjustment ona corresponding battery.

According to an embodiment of the present disclosure, as shown in FIG.30, the obtaining required powers of a plurality of batteriesrespectively specifically includes the following steps:

S11′″. Obtain a first parameter of each battery when enablingtemperature adjustment, and generate a first required power of eachbattery according to the first parameter.

S12′″. Obtain a second parameter of each battery when enablingtemperature adjustment, and generate a second required power of eachbattery according to the second parameter.

S13′″. Generate a required power P1 of a battery cooling branchaccording to the first required power and the second required power ofeach battery.

According to an embodiment of the present disclosure, the firstparameter includes an initial temperature when enabling temperatureadjustment on the battery, the target temperature, and a target time tfor reaching the target temperature from the initial temperature, andthe generating a first required power according to the first parameterspecifically includes: obtaining a first temperature difference ΔT₁between the initial temperature and the target temperature; andgenerating the first required power according to the first temperaturedifference ΔT₁ and the target time t.

According to an embodiment of the present disclosure, the first requiredpower is generated through the following formula (1):

ΔT₁*C*M/t  (1)

where ΔT₁ is the first temperature difference between the initialtemperature and the target temperature, t is the target time, C is aspecific heat capacity of the battery, and M is a mass of the battery.

According to an embodiment of the present disclosure, the secondparameter is an average current I of the battery within a preset time,and the second required power is generated through the following formula(2):

I²*R  (2)

where I is the average current, and R is an internal resistance of thebattery.

When the battery is cooled, P1=ΔT₁*C*M/t+I²*R; and when the battery isheated, P1=ΔT₁*C*M/t−I²*R.

According to an embodiment of the present disclosure, as shown in FIG.30, the obtaining actual powers P2 of a plurality of batteriesspecifically includes the following steps:

S14′″. Obtain inlet temperatures and outlet temperatures of flow pathsused for adjusting temperatures of the plurality of batteries, andobtain flow velocities v at which a cooling liquid flows into the flowpaths.

S15′. Generate second temperature differences ΔT₂ of the plurality ofbatteries according to the inlet temperatures and the outlettemperatures of the flow paths of the plurality of batteries.

S16′. Generate the actual powers P2 of the plurality of batteriesaccording to the second temperature differences ΔT₂ of the plurality ofbatteries and the flow velocities v.

According to an embodiment of the present disclosure, the actual powerP2 is generated through the following formula (3):

ΔT₂*c*m  (3)

where ΔT₂ is the second temperature difference, c is a specific heatcapacity of the cooling liquid in the flow path, and m is a mass of thecooling liquid flowing through a cross section of the flow path within aunit time, where m=v*ρ*s, v is a flow velocity of the cooling liquid, ρis a density of the cooling liquid, and s is a cross-sectional area ofthe flow path.

S2′″. Obtain area temperatures Tq of a plurality of areas in the vehicleand an air conditioner set temperature Ts respectively.

S3′″. Adjust opening degrees of the plurality of intra-vehicle coolingbranches, the plurality of battery cooling branches and the plurality ofrefrigerating branches according to the required power P1, the actualpower P2, the plurality of area temperatures Tq and the air conditionerset temperature Ts.

According to an embodiment of the present disclosure, the openingdegrees of the plurality of intra-vehicle cooling branches, theplurality of battery cooling branches and the plurality of refrigeratingbranches are adjusted within the target time t according to the requiredpower P1, the actual power P2, the plurality of area temperatures Tq,and the air conditioner set temperature Ts, to reach the targettemperature.

As shown in FIG. 25 to FIG. 27, each battery cooling branch correspondsto a plurality of batteries connected in parallel or connected inseries.

Specifically, using two refrigerating branches, two battery coolingbranches, two intra-vehicle cooling branches and two batteries as anexample, the batteries are respectively a first battery and a secondbattery, the refrigerating branches are respectively a firstrefrigerating branch and a second refrigerating branch, the batterycooling branches are respectively a first battery cooling branch and asecond battery cooling branch, and the intra-vehicle cooling branchesare respectively a first intra-vehicle cooling branch and a secondintra-vehicle cooling branch. When the temperature of at least one ofthe first battery and the second battery is excessively high/excessivelylow, temperature adjustment needs to be performed on the at least one ofthe first battery and the second battery. The required power P1 and theactual power P2 are obtained, and opening degrees of the plurality ofbattery cooling branches are adjusted according to P1 and P2, to adjustthe cooling power of the battery; and the plurality of area temperaturesTq and the air conditioner set temperature Ts are obtained, and theopening degree of each battery cooling branch is controlled according toTq and Ts. For example, if Tq of an area is relatively high and greatlydifferent from Tq of another area, the controller controls the openingdegree of the intra-vehicle cooling branch for cooling the area to beincreased, and moreover controls the opening degree of the correspondingbattery cooling branch to be reduced. Moreover, to ensure that thecooling power of the battery is unchanged, the controller controls theopening degree of another intra-vehicle cooling branch to be reduced,and moreover controls the opening degree of the corresponding batterycooling branch to be increased. Therefore, the method allocatesrefrigerating capacities to a battery and the areas in the compartmentaccording to an actual status of each battery, the plurality of areatemperatures in the compartment, and the air conditioner settemperature, thereby not only adjusting the temperature of the batterywhen the temperature is excessively high or excessively low, to maintainthe temperature of the battery within a preset range, but also balancingthe temperatures of the areas in the compartment.

How to adjust opening degrees of the plurality of intra-vehicle coolingbranches, the plurality of battery cooling branches and the plurality ofrefrigerating branches according to the required power P1, the actualpower P2, the plurality of area temperatures Tq and the air conditionerset temperature Ts is described below with reference to a specificembodiment.

According to an embodiment of the present disclosure, as shown in FIG.30, when there are a plurality of vehicle-mounted batteries, and thereare a plurality of intra-vehicle cooling branches, a plurality ofbattery cooling branches and a plurality of refrigerating branches, theforegoing temperature adjustment method for a vehicle-mounted batterymay further include:

S31′″. Generate a total required power Pz according to a required powerP1 of each battery.

S32′″. Determine whether the total required power Pz matches a maximumrefrigerating power P of a vehicle-mounted air conditioner.

S33′″. If matching, cool the batteries according to the required powersof the plurality of batteries.

S34′″. If not matching, cool the batteries according to the maximumrefrigerating power P of the compressor and the required power P1 of theplurality of battery cooling branches.

Specifically, when there are a plurality of batteries connected inparallel, the total required power Pz of the entire temperatureadjustment system may be calculated according to the required powers P1of all of the batteries, that is, the total required power Pz isobtained by adding the required powers P1 of all of the batteries. Then,whether Pz matches the maximum refrigerating power P of thevehicle-mounted air conditioner is determined, that is, whether Pz isless than or equal to P is determined according to the total requiredpower Pz. If yes, each battery is cooled according to the required powerP1 of each battery by controlling a valve in a battery cooling branch.If Pz does not match the maximum refrigerating power P of thevehicle-mounted air conditioner, that is, Pz is greater than P, the flowof the cooling liquid is allocated in proportion according to themaximum refrigerating power P of the air conditioner and the requiredpower P1 of each battery by adjusting the opening degree of the valve inthe battery cooling branch, thereby completing temperature reduction oneach battery at maximum efficiency.

According to an embodiment of the present disclosure, the batterytemperature adjustment method may further include the following steps:detecting temperatures of a plurality of batteries; when the temperatureof any one of the plurality of batteries is greater than a firsttemperature threshold, controlling, by the controller, the temperatureadjustment system to enter a cooling mode; and when the temperature ofany one of the plurality of batteries is less than a second temperaturethreshold, controlling, by the controller, the temperature adjustmentsystem to enter a heating mode. The first temperature threshold and thesecond temperature threshold may be preset according to an actualsituation. For example, the first temperature threshold may be 40° C.,and the second temperature threshold may be 0° C.

Specifically, after the vehicle is powered on, the temperature of eachbattery is detected in real time and determining is performed. If atemperature of one of the batteries is higher than 40° C., it indicatesthat the temperature of the battery is excessively high in this case. Toprevent the high temperature from affecting performance of the battery,temperature reduction processing needs to be performed on the battery,the controller controls the temperature adjustment system to enter thecooling mode, and sends information about starting the battery coolingfunction to the air conditioner system. If the temperature of a batteryis less than 0° C., it indicates that the temperature of the battery isexcessively low in this case. To prevent the low temperature fromaffecting performance of the battery, temperature increase processingneeds to be performed on the battery, the controller controls thetemperature adjustment system to enter the heating mode, controls thecorresponding battery cooling branch to be turned off, and controls theheater to be turned on, to provide the heating power to the battery.

According to an embodiment of the present disclosure, as shown in FIG.28, the plurality of refrigerating branches respectively correspond to aplurality of air outlets, and the plurality of area temperatures aretemperatures of the plurality of air outlets.

For example, as shown in FIG. 28, 4 air outlets may be disposed in thecompartment, and are respectively an air outlet 1 to an air outlet 4. Acorresponding area temperature Tq is detected by detecting an air outlettemperature Tc. It is assumed that the air outlet 1 and the air outlet 2are provided with a refrigerating power by the first refrigeratingbranch 11, and the air outlet 3 and the air outlet 4 are provided with arefrigerating power by the second refrigerating branch 12.

According to an embodiment of the present disclosure, when thetemperature adjustment system is in the cooling mode, the adjusting, bythe controller, opening degrees of the plurality of intra-vehiclecooling branches, the plurality of battery cooling branches and theplurality of refrigerating branches according to the required power P1,the actual power P2, the plurality of area temperatures Tq and the airconditioner set temperature Ts specifically includes: when the requiredpower P1 of the battery cooling branch is greater than the actual powerP2, determining, by the controller, whether the temperature of thebattery is greater than a third temperature threshold, where the thirdtemperature threshold is greater than the first temperature threshold,for example, the third temperature threshold may be 45° C.; and if thetemperature of the battery is greater than the third temperaturethreshold, reducing the opening degrees of the plurality ofintra-vehicle cooling branches, and increasing the opening degrees ofthe plurality of battery cooling branches, where the opening degrees ofthe plurality of battery cooling branches are respectively controlledthrough corresponding valves.

Specifically, when the temperature adjustment system is in the coolingmode, if P1 is greater than P2, the controller determines whether thetemperature of the battery is greater than 45° C. If the temperature ofany battery is greater than 45° C., it indicates that the temperature ofthe current battery is excessively high, the opening degree of the firstexpansion valve 32 is reduced, to reduce the flow of the cooling liquidof the intra-vehicle cooling branch, and moreover the opening degree ofthe second expansion valve 42 is increased, to increase the flow of thecooling liquid of the battery cooling branch. Therefore, by adjustingallocation of the refrigerating capacities of the intra-vehicle coolingbranch and the battery cooling branch, temperature adjustment on thebattery may be completed within the target time when the temperature ofthe battery is excessively high.

According to an embodiment of the present disclosure, when thetemperature adjustment system is in the cooling mode, the adjusting, bythe controller, opening degrees of the plurality of intra-vehiclecooling branches, the plurality of battery cooling branches and theplurality of refrigerating branches according to the required power P1,the actual power P2, the plurality of area temperatures Tq and the airconditioner set temperature Ts further includes: determining whether therequired power P1 of each battery is greater than the actual power P2 ofthe battery; and if a required power P1 of a battery is greater than theactual power P2 of the battery, obtaining a power difference between therequired power P1 and the actual power P2 used for performingtemperature adjustment on the battery, and increasing, according to thepower difference, the power of the compressor used for cooling thebattery, or performing adjustment to increase the flow of the coolingliquid of the cycling branch of the battery, to increase the coolingpower of the battery; and if a required power P1 of a battery is lessthan or equal to the actual power P2 of the battery, reducing the powerof the compressor or keeping the power of the compressor unchanged, orperforming adjustment to reduce the flow of the cooling liquid of thecycling branch of the battery, to reduce the cooling power of thebattery.

Specifically, when the temperature adjustment system operates in thecooling mode, if there are a plurality of batteries, P1 and P2 of eachbattery are obtained, and determining is performed. If P1 for one of thebatteries is greater than P2, it indicates that the temperaturereduction on the battery cannot be completed within the target timeaccording to the current refrigerating power or flow of the coolingliquid. Therefore, a power difference between P1 and P2 of the batteryis obtained, and the power of the compressor 1 is increased or the flowof the cooling liquid of the cycling branch of the battery is increasedaccording to the power difference, to increase the cooling power of thebattery, where a larger power difference between P1 and P2 indicateslarger increase of the power of the compressor and the flow of thecooling liquid of the battery, so that the temperature of the battery isreduced to the target temperature within the preset time t. If P1 on oneof the batteries is less than or equal to P2, the power of thecompressor may be kept unchanged or the power of the compressor may beproperly reduced, or the flow of the cooling liquid of the cyclingbranch of the battery is reduced, to reduce the cooling power of thebattery. When the temperatures of all of the batteries are less than 35°C., cooling on the batteries is completed, information about turning offa temperature adjustment function is sent to the vehicle-mounted airconditioner through CAN communication, and the second electronic valveis controlled to be turned off. If the temperature of a battery is stillhigher than 35° C. after the temperature adjustment system has enteredthe cooling mode for a relatively long time, for example, 1 hour, thepower of the compressor is properly increased, so that the batterycompletes temperature reduction as soon as possible.

According to an embodiment of the present disclosure, if the temperatureof the battery is less than the third temperature threshold, whether theintra-vehicle temperature is equal to the air conditioner settemperature Ts is further determined; and if the intra-vehicletemperature is equal to the air conditioner set temperature Ts, theopening degrees of the plurality of intra-vehicle cooling branches arereduced, and the opening degrees of the plurality of battery coolingbranches are increased.

Specifically, when the temperature adjustment system is in the coolingmode, if the temperature of each battery is less than 45° C., thecontroller determines whether the intra-vehicle temperature reaches theair conditioner set temperature Ts. If yes, the controller increases theflow of the cooling liquid of the battery cooling branch, and reducesthe flow of the cooling liquid of the intra-vehicle cooling branch, tocomplete the temperature reduction of the battery as soon as possible.If the intra-vehicle temperature has not reached the air conditioner settemperature Ts, the intra-vehicle refrigerating requirement ispreferentially satisfied, and the controller increases the flow of thecooling liquid of the intra-vehicle cooling branch, and reduces the flowof the cooling liquid of the battery cooling branch.

Moreover, layered processing is further performed on the temperature ofthe battery, and temperature control thresholds are respectively 40° C.,45° C., and 35° C. When the temperature of the battery is higher than40° C., the battery cooling function is started; and when thetemperature of the battery is reduced to 35° C., cooling of the batteryis completed. When the temperature of the battery reaches 45° C., thebattery cooling requirement is preferentially satisfied. Additionally,when the required power P1 is greater than the actual power P2, if thetemperature of the battery does not exceed 45° C., the intra-vehiclerefrigerating requirement is still preferentially satisfied; and if theintra-vehicle refrigerating power has been sufficient and balanced, theopening degree of the battery cooling branch is increased, to increasethe cooling power of the battery. If the required power P1 is less thanor equal to the actual power P2, the intra-vehicle refrigeratingrequirement may be preferentially satisfied.

According to an embodiment of the present disclosure, the reducingopening degrees of the plurality of intra-vehicle cooling branchesspecifically includes: obtaining a temperature difference between theplurality of area temperatures; determining whether the temperaturedifference is greater than the fourth temperature threshold; and whenthe temperature difference is greater than the fourth temperaturethreshold, increasing the opening degree of the intra-vehicle coolingbranch corresponding to the refrigerating branch in which the air outletwith a high temperature is located, and optionally reducing the openingdegree of the battery cooling branch corresponding to the refrigeratingbranch in which the air outlet with a high temperature is located. Thefourth temperature threshold may be preset according to an actualsituation, for example, may be 3° C.

According to an embodiment of the present disclosure, the temperatureadjustment method for a vehicle-mounted battery further includes:reducing the opening degree of the intra-vehicle cooling branchcorresponding to the refrigerating branch in which the air outlet with alow temperature is located, and increasing the opening degree of thebattery cooling branch corresponding to the refrigerating branch inwhich the air outlet with a low temperature is located.

Specifically, in a battery cooling process, if the air conditioner needsto be turned on in the vehicle, the ambient temperature in thecompartment needs to be monitored and controlled, so that ambienttemperatures at places in the vehicle are kept balanced, and moreoverthe battery cooling requirement can be satisfied. As shown in FIG. 28,when it is detected that the area temperature Tq at the air outlet 1 andthe air outlet 2 is higher than the area temperature Tq at places nearthe air outlet 3 and the air outlet 4 by more than 3° C., the openingdegree in the first intra-vehicle cooling branch is increased, and theopening degree in the first battery cooling branch is reduced, so thatthe cooling power in the first intra-vehicle cooling branch isrelatively large. Optionally, the cooling opening degree in the secondintra-vehicle cooling branch is reduced, and the opening degree of thesecond battery cooling branch is increased, so that the cooling power inthe second intra-vehicle cooling branch is relatively small. Therefore,the cooling power of the first battery cooling branch and the coolingpower of the second battery cooling branch may be kept unchanged, andmoreover area air temperatures near the air outlets in the vehicle arekept balanced. When the vehicle-mounted air conditioner detects that adifference between the area air temperature Tq near the air outlet 1 andthe air outlet 2 and the area air temperature Tq near the air outlet 3and the air outlet 4 is within 3° C., the controller controls theopening degrees of the first expansion valves in the first intra-vehiclecooling branch and the second intra-vehicle cooling branch to be thesame, to ensure that the cooling power of the first intra-vehiclecooling branch and the cooling power of the second intra-vehicle coolingbranch are the same.

According to an embodiment of the present disclosure, when thetemperature adjustment system is in the heating mode, the method furtherincludes: determining whether the required power P1 of a battery isgreater than the actual power P2 of the battery; if a required power P1of a battery is greater than the actual power P2 corresponding to thebattery, obtaining a power difference between the required power P1 andthe actual power P2 of the battery, and increasing, according to thepower difference, the power of the heater used for cooling the battery,or performing adjustment to increase the flow of the cooling liquid ofthe cycling branch of the battery, to increase the heating power of thebattery; and if a required power P1 of a battery is less than or equalto the actual power P2 corresponding to the battery, reducing the powerof the heater or keeping the power of the heater unchanged, orperforming adjustment to reduce the flow of the cooling liquid of thecycling branch of the battery, to reduce the heating power of thebattery.

Specifically, when the temperature adjustment system is in the heatingmode, P1 and P2 of each battery are obtained, and determining isperformed. If P1 for one of the batteries is greater than P2, itindicates that temperature increase on the battery cannot be completedwithin the target time according to the current heating power or flow ofthe cooling liquid. Therefore, a power difference between P1 and P2 ofthe battery is obtained, and the power of the heater used for heatingthe battery is increased according to the power difference, oradjustment is performed to increase the rotational speed of thecorresponding pump, to increase the flow of the cooling liquid of thecycling branch of the battery, so that temperature adjustment on thebattery may be completed within the target time t. A larger differencebetween P1 and P2 indicates larger increase of the power of the heater.If P1 of a battery is less than or equal to P2, the power of the heatermay be properly reduced, to save electric energy, or adjustment isperformed to reduce the rotational speed of the corresponding pump toreduce the flow of the cooling liquid of the cycling branch of thebattery, to reduce the heating power, or the power of the heater is keptunchanged. When the temperatures of all of the batteries are higher thana preset temperature, for example, 10° C., heating on the batteries iscompleted, information about turning off a temperature adjustmentfunction is sent to the vehicle-mounted air conditioner through CANcommunication, and the heater is controlled to be turned off. If thetemperature of a battery is still lower than 10° C. after thetemperature adjustment system has entered the heating mode for arelatively long time, for example, 1 hour, the power of the heater isproperly increased, so that the battery completes temperature increaseas soon as possible.

According to an embodiment of the present disclosure, the temperatureadjustment method for a vehicle-mounted battery may further include:reducing, if the required power P1 of a battery is less than thecorresponding actual power P2, the rotational speed of the pump in theflow path of the battery; and increasing, if the required power P1 of abattery is greater than the corresponding actual power P2, therotational speed of the pump in the flow path of the battery.

Specifically, when the temperature adjustment system enters the heatingmode or cooling mode, if P1 of a battery is less than P2, the controllercontrols the rotational speed of the corresponding pump to be reduced,to save electric energy. If P1 of a battery is greater than P2, inaddition to controlling the power of the corresponding heater orcompressor to be increased or the flow of the cooling liquid in the loopin which the battery is located to be increased, the controller furthercontrols the rotational speed of the pump to be increased, to increase amass of the cooling liquid flowing through a cross section of thecooling flow path within a unit time, thereby increasing the actualpower P2 of the battery, to implement temperature adjustment within thetarget time t.

According to an embodiment of the present disclosure, when there are aplurality of batteries, and the flow paths are connected in series, theplurality of batteries correspond to a plurality of pumps for adjustingflows of the cooling liquid of the batteries, and the pumps arebidirectional pumps.

As shown in FIG. 25 to FIG. 27, using two batteries as an example, whenthere are two batteries (a first battery and a second battery) connectedin series, there are two pumps correspondingly, one of the two pumps isa forward pump, and the other is a backward pump.

As shown in FIG. 25, when the forward pump is started, the flowingdirection of the cooling liquid in the second duct is: the mediumcontainer—the heat exchanger—the heater—the forward pump—the firsttemperature sensor—the first battery—the second battery—the secondtemperature sensor—the flow velocity sensor—the medium container. Asshown in FIG. 26, when the backward pump is started, the flowingdirection of the cooling liquid in the second duct is: the mediumcontainer—the flow velocity sensor—the second temperature sensor—thesecond battery—the first battery—the first temperature sensor—backwardpump—the heater—the heat exchanger—the medium container.

When the cooling function of the first battery and the cooling functionof the second battery are started, if the temperature of the firstbattery is higher than the temperature of the second battery, and adifference between them exceeds the preset value, the controllercontrols the forward pump to operate, so that the cooling liquid firstflows through the first battery, and then flows through the secondbattery, thereby making the first battery complete temperature reductionas soon as possible. If the temperature of the second battery is higherthan the temperature of the first battery, and the difference exceedsthe preset value, the controller controls the backward pump to operate,so that the cooling liquid first flows through the second battery, andthen flows through the first battery, thereby making the second batterycomplete temperature reduction as soon as possible. Therefore, bychanging the flow direction of the cooling liquid, the temperaturedifference between the first battery and the second battery may bereduced. When neither the cooling function nor the heating function ofthe first battery and the second battery is started, if the temperaturedifference between the first battery and the second battery exceeds thepreset value, the forward pump or the backward pump may be controlled tobe started, so that the cooling liquid in the battery cooling branchflows, thereby balancing the temperatures of the first battery and thesecond battery.

To make a person skilled in the art more clearly understand the presentdisclosure, an operating process of the temperature adjustment systemfor a vehicle-mounted battery is described below with reference tospecific examples.

Main differences between FIG. 25 and FIG. 19 are addition of acompressor refrigerating loop, and addition of problems of temperaturebalancing between air outlets of an intra-vehicle air conditioner andpower adjustment between compressors. Only the differences are listedbelow, and the rest is not described.

As shown in FIG. 25, when there are a plurality of batteries, and thetemperature adjustment system enters the cooling mode, the controllerobtains P1 of each battery, the actual power P2 of each battery, and themaximum refrigerating power P of a single compressor; and may calculatethe total required power Pz of the entire temperature adjustment systemby adding P1 of each battery, obtain the total actual power Pf by addingthe actual power P2 of each battery, and may calculate a sum P5 of themaximum refrigerating powers of all compressors by adding the maximumrefrigerating power of each compressor. P51 is the maximum refrigeratingpower of the compressor 11, P52 is the maximum refrigerating power ofthe compressor 12, P5 is the sum of the maximum refrigerating powers ofall of the compressors, and P5=P51+P52. The required power of the firstbattery is P11, and the required power of the second battery is P12. Theactual power of the first battery 61 is P21, and the actual power of thesecond battery 62 is P22.

If Pz≤P51, only one compressor needs to be controlled to operate, toprovide the refrigerating power, and two compressors may alternativelybe controlled to operate together. If P51<Pz≤P5, two compressors need tooperate together, and an initial refrigerating power of each compressormay be Pz/2, or be of another power combination form, so that a sum ofthe refrigerating powers of the two compressors is Pz. If Pz>P5, twocompressors 1 need to operate together, and each compressor runsaccording to the maximum refrigerating power. The required power of theintra-vehicle cooling branch is P4, that is, P4 is a power required foradjusting the intra-vehicle temperature to the set temperature.

When intra-vehicle cooling and battery cooling are both turned on, it isassumed that the area temperature of the air outlet 1 and the air outlet2 is T51, and the area temperature of the air outlet 3 and the airoutlet 4 is T52.

If T51−T52≥Tc, and Tc is 3° C., processing is performed as follows:

If Pz+P4≤P5, the controller controls the refrigerating power of thefirst compressor 11 to be increased, or controls the opening degree ofthe expansion valve of the battery cooling branch in the refrigeratingloop of the first compressor to be reduced, and controls the openingdegree of the expansion valve of the intra-vehicle cooling loop to beincreased; or controls the opening degree of the expansion valve of thebattery cooling branch in the refrigerating loop of the secondcompressor to be increased, and controls the opening degree of theexpansion valve of the intra-vehicle cooling loop to be reduced, so thatthe temperature T51 is reduced quickly, and moreover the cooling powerrequirement of the battery is satisfied, to achieve a balancedintra-vehicle ambient temperature.

If Pz+P4>P5, the controller controls the first compressor and the secondcompressor to run at the maximum refrigerating power, or controls theopening degree of the expansion valve of the battery cooling branch inthe refrigerating loop of the first compressor to be reduced, andcontrols the opening degree of the expansion valve of the intra-vehiclecooling loop to be increased; or controls the opening degree of theexpansion valve of the battery cooling branch in the refrigerating loopof the second compressor to be increased, and controls the openingdegree of the expansion valve of the intra-vehicle cooling loop to bereduced, so that the temperature T51 is reduced quickly, and moreoverthe cooling power requirement of the battery is satisfied, to achieve abalanced intra-vehicle ambient temperature.

If T51−T52≥Tc, and Tc is 3° C., processing may also be performed asfollows:

The controller controls the battery cooling branch in the refrigeratingloop of the first compressor to be turned off, and controls the openingdegree of the expansion valve of the intra-vehicle cooling loop to beincreased, so that all of the refrigerating power of the firstcompressor is used for intra-vehicle cooling. Moreover, the controllercontrols the opening degree of the expansion valve of the batterycooling branch in the refrigerating loop of the second compressor to beincreased, and controls the opening degree of the expansion valve of theintra-vehicle cooling loop to be reduced, to increase the batterycooling power, so that the temperature T51 is reduced quickly, andmoreover the cooling power requirement of the battery is satisfied, toachieve a balanced intra-vehicle ambient temperature.

Main differences between FIG. 27 and FIG. 11 are addition of acompressor refrigerating loop, and addition of problems of temperaturebalancing between air outlets of an intra-vehicle air conditioner andpower adjustment between compressors. Only the differences are listedbelow, and the rest is not described.

As shown in FIG. 27, when there are a plurality of batteries, and thetemperature adjustment system enters the cooling mode, the controllerobtains P1 of each battery 6, the actual power P2 of each battery, andthe maximum refrigerating power P of a single compressor; and maycalculate the total required power Pz of the entire temperatureadjustment system by adding P1 of each battery, obtain the total actualpower Pf by adding the actual power P2 of each battery, and maycalculate a sum P5 of the maximum refrigerating powers of allcompressors by adding the maximum refrigerating power of eachcompressor. P51 is the maximum refrigerating power of the compressor 11,P52 is the maximum refrigerating power of the compressor 12, P5 is thesum of the maximum refrigerating powers of all of the compressors, andP5=P51+P52. The required power of the first battery 61 is P11, and therequired power of the second battery 62 is P12. The actual power of thefirst battery 61 is P21, and the actual power of the second battery 62is P22.

If Pz≤P51, only one compressor 1 needs to be controlled to operate, toprovide the refrigerating power, and two compressors 1 may alternativelybe controlled to operate together. If P51<Pz≤P5, two compressors need tooperate together, and an initial refrigerating power of each compressormay be Pz/2, or be of another power combination form, so that a sum ofthe refrigerating powers of the two compressors is Pz. If Pz>P5, twocompressors 1 need to operate together, and each compressor runsaccording to the maximum refrigerating power. The required power of theintra-vehicle cooling branch is P4, that is, P4 is a power required foradjusting the intra-vehicle temperature to the set temperature.

When intra-vehicle cooling and battery cooling are both turned on, it isassumed that the area temperature of the air outlet 1 and the air outlet2 is T51, and the area temperature of the air outlet 3 and the airoutlet 4 is T52.

If T51−T52≥Tc, and Tc is 3° C., processing is performed as follows:

If Pz+P4≤P5, the controller controls the refrigerating power of thefirst compressor 11 to be increased, or controls the opening degree ofthe expansion valve of the battery cooling branch in the refrigeratingloop of the first compressor 11 to be reduced, and controls the openingdegree of the expansion valve of the intra-vehicle cooling loop to beincreased; or controls the opening degree of the expansion valve of thebattery cooling branch in the refrigerating loop of the secondcompressor 12 to be increased, and controls the opening degree of theexpansion valve of the intra-vehicle cooling loop to be reduced, so thatthe temperature T51 is reduced quickly, and moreover the cooling powerrequirement of the battery is satisfied, to achieve a balancedintra-vehicle ambient temperature.

If Pz+P4>P5, the controller controls the first compressor 11 and thesecond compressor 12 to run at the maximum refrigerating power, orcontrols the opening degree of the expansion valve of the batterycooling branch in the refrigerating loop of the first compressor 11 tobe reduced, and controls the opening degree of the expansion valve ofthe intra-vehicle cooling loop to be increased; or controls the openingdegree of the expansion valve of the battery cooling branch in therefrigerating loop of the second compressor 12 to be increased, andcontrols the opening degree of the expansion valve of the intra-vehiclecooling loop to be reduced, so that the temperature T51 is reducedquickly, and moreover the cooling power requirement of the battery issatisfied, to achieve a balanced intra-vehicle ambient temperature.

If T51−T52≥Tc, and Tc is 3° C., processing may also be performed asfollows:

The battery cooling branch in the refrigerating loop of the firstcompressor 11 is controlled to be turned off, and controls the openingdegree of the expansion valve of the intra-vehicle cooling loop to beincreased, so that all of the refrigerating power of the firstcompressor 11 is used for intra-vehicle cooling. Moreover, thecontroller controls the opening degree of the expansion valve of thebattery cooling branch in the refrigerating loop of the secondcompressor 12 to be increased, and controls the opening degree of theexpansion valve of the intra-vehicle cooling loop to be reduced, toincrease the battery cooling power, so that the temperature T51 isreduced quickly, and moreover the cooling power requirement of thebattery is satisfied, to achieve a balanced intra-vehicle ambienttemperature.

In the temperature adjustment method for a vehicle-mounted batteryaccording to this embodiment of the present disclosure, first, therequired powers of the plurality of batteries in the plurality ofbattery cooling branches are respectively obtained; then, the areatemperatures of the plurality of areas in the vehicle and the airconditioner set temperature are obtained respectively; and then theopening degrees of the plurality of intra-vehicle cooling branches, theplurality of battery cooling branches and the plurality of refrigeratingbranches are adjusted according to the required powers, the actualpowers, the plurality of area temperatures and the air conditioner settemperature. Therefore, the method allocates refrigerating capacities toa battery and the areas in the compartment according to an actual statusof each battery, the plurality of area temperatures in the compartment,and the air conditioner set temperature, thereby not only adjusting thetemperature of the battery when the temperature is excessively high orexcessively low, to maintain the temperature of the battery within apreset range, but also balancing the temperatures of the areas in thecompartment.

When there are a plurality of batteries, and the plurality of batteriesare independently disposed, as shown in FIG. 31, a temperatureadjustment system for a vehicle-mounted battery includes: a plurality ofrefrigerating branches, a plurality of intra-vehicle cooling branches, aplurality of battery cooling branches and a plurality of batterytemperature adjustment modules 5.

Each refrigerating branch includes a compressor 1, and a condenser 2connected to the compressor 1. The plurality of intra-vehicle coolingbranches are respectively connected to the plurality of refrigeratingbranches. The plurality of battery cooling branches are connected to theplurality of refrigerating branches, and the plurality of batterycooling branches are in communication with each other. The batterytemperature adjustment modules 5 are respectively connected to theplurality of batteries and the plurality of battery cooling branches,and are used for obtaining required powers P1 and actual powers P2,obtaining area temperatures Tq of a plurality of areas in the vehicleand an air conditioner set temperature Ts, and adjusting opening degreesof the plurality of intra-vehicle cooling branches, the plurality ofbattery cooling branches and the plurality of refrigerating branchesaccording to the required powers P1, the actual powers P2, the pluralityof area temperatures Tq, and the air conditioner set temperature Ts; andadjusting, according to the required powers P1 and the actual powers P2of the batteries, opening degrees of refrigerating capacities providedby the plurality of compressors 1 to the battery cooling branchescorresponding to the batteries.

The battery may be a battery pack or a battery module.

According to an embodiment of the present disclosure, the batterytemperature adjustment module 5 adjusts the opening degrees of theplurality of intra-vehicle cooling branches, the plurality of batterycooling branches and the plurality of refrigerating branches within thetarget time t according to the required power P1, the actual power P2,the plurality of area temperatures Tq, and the air conditioner settemperature Ts, to reach the target temperature.

For example, as shown in FIG. 31, using two refrigerating branches, twobattery cooling branches, two intra-vehicle cooling branches and twobatteries as an example, the batteries are respectively a first battery61 and a second battery 62, and the first battery 61 and the secondbattery 62 are disposed independent of each other. The refrigeratingbranches are respectively a first refrigerating branch 11 and a secondrefrigerating branch 12, the battery cooling branches are respectively afirst battery cooling branch 401 and a second battery cooling branch402, and the intra-vehicle cooling branches are respectively a firstintra-vehicle cooling branch 301 and a second intra-vehicle coolingbranch 302.

When the temperature of at least one of the first battery 61 and thesecond battery 62 is excessively high/excessively low, temperatureadjustment needs to be performed on the at least one of the firstbattery 61 and the second battery 62. The battery temperature adjustmentmodule 5 obtains the required power P1 and the actual power P2, andadjusts opening degrees of the plurality of battery cooling branchesaccording to P1 and P2, to adjust the cooling power of the battery; andthe battery temperature adjustment module 5 obtains the plurality ofarea temperatures Tq and the air conditioner set temperature Ts, andcontrols the opening degree of each battery cooling branch according toTq and Ts. For example, if Tq of an area is relatively high and greatlydifferent from Tq of another area, the battery temperature adjustmentmodule 5 controls the opening degree of the intra-vehicle cooling branchfor cooling the area to be increased, and moreover controls the openingdegree of the corresponding battery cooling branch to be reduced.Moreover, to ensure that the cooling power of the battery is unchanged,the battery temperature adjustment module 5 controls the opening degreeof another intra-vehicle cooling branch to be reduced. Therefore, thesystem allocates refrigerating capacities to a battery and the areas inthe compartment according to an actual status of each battery, theplurality of area temperatures in the compartment, and the airconditioner set temperature, thereby not only adjusting the temperatureof the battery when the temperature is excessively high or excessivelylow, to maintain the temperature of the battery within a preset range,but also balancing the temperatures of the areas in the compartment.Moreover, because the plurality of battery cooling branches are incommunication with each other, the battery temperature adjustmentmodules 5 may adjust the opening degrees of the refrigerating capacitiesof the battery cooling branches corresponding to the batteries accordingto the temperatures of the batteries, to ensure temperature balancingbetween the batteries.

It may be understood that, the battery temperature adjustment module 5has a refrigerating power provided by the vehicle-mounted airconditioner, and shares a refrigerating capacity with an intra-vehiclerefrigerating system, thereby reducing the volume of the temperatureadjustment system, and making allocation of the flow of the coolingliquid more flexible.

According to an embodiment of the present disclosure, as shown in FIG.31, a battery cooling branch may include a heat exchanger 41, the heatexchanger 41 includes a first duct and a second duct, the second duct isconnected to a battery temperature adjustment module 5, and the firstduct is in communication with a compressor 1, where the first duct andthe second duct are adjacently disposed independent of each other.

The battery temperature adjustment module 5 includes: a flow path ofadjusting the temperature of the battery (not specifically shown in thefigure), where the flow path is disposed in the battery; and a pump 51,a medium container 52, a heater 53, and a controller (not specificallyshown in the figure) that are connected between the flow path and theheat exchanger 41. The controller obtains a required power P1 used forperforming temperature adjustment on a battery and an actual power P2 ofthe battery, and adjusts a temperature of the battery according to therequired power P1 and the actual power P2. The intra-vehicle coolingbranch may include: an evaporator 31, a first expansion valve 32, and afirst electronic valve 33. The battery cooling branch 4 may furtherinclude a second expansion valve 42 and a second electronic valve 43.

As shown in FIG. 31, the first battery cooling branch 401 may furtherinclude a first adjustment valve 411 and a third adjustment valve 413;and the second battery cooling branch 402 may further include a secondadjustment valve 412 and a fourth adjustment valve 414. For details ofconnection manners of the adjustment valves, refer to FIG. 31, anddetails are not described herein. As shown in FIG. 31, the refrigeratingcapacity of each compressor 1 may be allocated to the first batterycooling branch 401 or the second battery cooling branch 402 by adjustingthe first to the fourth adjustment valves 411 to 414. For example, thecompressor 1 of the first refrigerating branch 11 may allocate thecooling medium to the first battery cooling branch 401 through the firstadjustment valve 411, and allocate the cooling medium to the secondbattery cooling branch 402 through the second adjustment valve 412. Thecompressor 1 of the second refrigerating branch 12 may allocate thecooling medium to the first battery cooling branch 401 through the thirdadjustment valve 413, and allocate the cooling medium to the secondbattery cooling branch 402 through the fourth adjustment valve 414.

According to an implementation example of the present disclosure, asshown in FIG. 31, the battery temperature adjustment module 5 mayfurther include a first temperature sensor 55 disposed on an inlet ofthe flow path, a second temperature sensor 56 disposed on an outlet ofthe flow path, and a flow velocity sensor 57. It may be understood that,locations of the inlet and the outlet of the flow path are not absolute,but are determined according to steering of the pump 51.

Specifically, the heat exchanger 41 may be a plate heat exchanger, andthe plate heat exchanger may be installed in the vehicle-mounted airconditioner, so that the entire refrigerant loop is in thevehicle-mounted air conditioner, to facilitate pre-deliverycommissioning of the vehicle-mounted air conditioner; and thevehicle-mounted air conditioner may be individually supplied andassembled, and moreover, the vehicle-mounted air conditioner only needsto be filled with the refrigerant once in an installing process. Thecooling liquid flows into the battery from the inlet of the flow path,and flows out from the outlet of the flow path, thereby implementingheat exchange between the battery and the cooling liquid.

The pump 51 is mainly used for providing power, and the medium container52 is mainly used for storing the cooling liquid and receiving thecooling liquid added to the temperature adjustment system. When thecooling liquid in the temperature adjustment system is reduced, thecooling liquid in the medium container 52 may be automaticallysupplemented. The heater 53 may be a PTC heater, may perform CANcommunication with the controller, to provide a heating power to thetemperature adjustment system for a vehicle-mounted battery, and iscontrolled by the controller. Moreover, the heater 53 is not in directcontact with the battery 6, to have relatively high safety, reliability,and practicability.

The first temperature sensor 55 is used for detecting the temperature ofthe cooling liquid on the inlet of the flow path, and the secondtemperature sensor 56 is used for detecting the temperature of thecooling liquid on the outlet of the flow path. The flow velocity sensor57 is used for detecting flow velocity information of the cooling liquidin the corresponding duct. The second electronic valve 43 is used forcontrolling opening and closing of the corresponding battery coolingbranch 4, and the second expansion valve 42 may be used for controllingthe flow of the cooling liquid in the corresponding battery coolingbranch 4. The controller may simultaneously control the flows of thecooling liquid in the two cooling branches of the first battery 61 andthe second battery 62 by adjusting opening degrees of the first to thefourth adjustment valves 411 to 414, thereby balancing the temperaturesof the two batteries. Moreover, the controller may further perform CANcommunication with the vehicle-mounted air conditioner and the heater53, and may control the rotational speed of the pump 51 and monitor thetemperature and flow information of the cooling liquid; and may furtherperform management on the battery, detect the voltage and temperatureinformation of the battery, and control on/off of the temperatureadjustment system for a vehicle-mounted battery, and the controllers maycommunicate with each other.

How does each battery temperature adjustment module 5 obtain therequired power P1 and the actual power P2 for a corresponding battery 6is described below with reference to specific embodiments.

According to an embodiment of the present disclosure, the controller maybe configured to: obtain a first parameter when enabling temperatureadjustment on each battery, and generate a first required power of eachbattery according to the first parameter; obtain a second parameter whenenabling temperature adjustment on each battery, and generate a secondrequired power of each battery according to the second parameter; andgenerate the required power P1 of each battery according to the firstrequired power of each battery and the second required power of eachbattery.

According to an embodiment of the present disclosure, the firstparameter includes an initial temperature when enabling temperatureadjustment on the battery, the target temperature, and the target time tfor reaching the target temperature from the initial temperature, andthe controller obtains a first temperature difference ΔT₁ between theinitial temperature and the target temperature, and generates the firstrequired power according to the first temperature difference ΔT₁ and thetarget time t.

The controller generates the first required power through the followingformula (1):

ΔT₁*C*M/t  (1)

where ΔT₁ is the first temperature difference between the initialtemperature and the target temperature, t is the target time, C is aspecific heat capacity of the battery, and M is a mass of the battery.

The second parameter is an average current I of each battery within apreset time, and the controller generates the second required powerthrough the following formula (2):

I²*R  (2)

where I is the average current, and R is an internal resistance of thebattery.

When the battery is cooled, P1=ΔT₁*C*M/t+I²*R; and when the battery isheated, P1=ΔT₁*C*M/t−I²*R.

According to an embodiment of the present disclosure, the controllergenerates a second temperature difference ΔT₂ of each battery accordingto an inlet temperature detected by the first temperature sensor 55 andan outlet temperature detected by the second temperature sensor 56 thatare in a loop in which each battery is located, and generates the actualpower P2 of each battery according to the second temperature differenceΔT₂ of each battery and a flow velocity v that is detected by the flowvelocity sensor 57.

According to an embodiment of the present disclosure, the actual powerP2 is generated through the following formula (3):

ΔT₂*c*m  (3)

where ΔT₂ is the second temperature difference, c is a specific heatcapacity of the cooling liquid in the flow path, and m is a mass of thecooling liquid flowing through a cross section of the flow path within aunit time, where m=v*ρ*s, v is a flow velocity of the cooling liquid, ρis a density of the cooling liquid, and s is a cross-sectional area ofthe flow path.

Specifically, after the vehicle is powered on, the controller determineswhether temperature adjustment needs to be performed on the vehicle; andif it is determined that temperature adjustment needs to be performed onthe vehicle, enables a temperature adjustment function, and sendsinformation about a low rotational speed to the pump 51, and the pumpbegins operating at a default rotational speed (for example, lowrotational speed). Then, the controller obtains the initial temperature(that is, current temperature) of each battery, the target temperature,and the target time t for reaching the target temperature from theinitial temperature, where the target temperature and the target time tmay be preset according to an actual situation, and the first requiredpower of each battery is calculated according to the formula (1).Moreover, the controller obtains the average current I of each batterywithin the preset time, and the second required power of each battery iscalculated according to the formula (2). Then, the controller calculatesthe required power P1 (that is, the required power for adjusting thetemperature of each battery to the target temperature within the targettime) according to the first required power and the second requiredpower of each battery 6. Moreover, the controller obtains temperatureinformation detected by the first temperature sensor 55 and the secondtemperature sensor 56 that are set corresponding to each battery, andobtains flow velocity information detected by each flow velocity sensor57, and the actual power P2 of each battery is calculated according tothe formula (3).

How to adjust the opening degrees of the plurality of intra-vehiclecooling branches (30 and 30), the plurality of battery cooling branches(401 and 402) and the plurality of refrigerating branches (11 and 12)according to the required power P1, the actual power P2, the pluralityof area temperatures Tq and the air conditioner set temperature Ts isdescribed below with reference to a specific embodiment.

According to an embodiment of the present disclosure, the controller maybe configured to generate a total required power Pz according to arequired power P1 of each battery, and determine whether the totalrequired power Pz is greater than the total maximum refrigerating powerP5 of the plurality of compressors, where when the total required powerPz is greater than the total maximum refrigerating power P5 of theplurality of compressors, the controller adjusts, to the maximum, theopening degrees of the refrigerating capacities provided by theplurality of compressors 1 to the battery cooling branches 4corresponding to the batteries; and when the total required power Pz isless than or equal to the total maximum refrigerating power P5 of theplurality of compressors, the controller adjusts the opening degrees ofthe refrigerating capacities of the battery cooling branches 4corresponding to the batteries 6 according to a difference between thetotal required power Pz and the total maximum refrigerating power P5.

Specifically, as shown in FIG. 31, when the batteries are cooled, thecontroller may calculate the total required power Pz of the entiretemperature adjustment system according to the required powers P1 of allof the batteries, that is, obtain the total required power Pz by addingthe required powers P1 of all of the batteries. Moreover, the controllercalculates the total maximum refrigerating power P5 of the plurality ofcompressors according to the maximum refrigerating power P of eachcompressor 1, that is, may obtain the total maximum refrigerating powerP5 by adding the maximum refrigerating power P of each compressor 1.Then, the controller determines whether Pz>P5, and if yes, thecontroller adjusts the opening degree of each second expansion valve 42to the maximum, to increase the flow of the cooling liquid flowing intoeach battery cooling branch 4, so that the battery may completetemperature reduction within the target time. If Pz≤P5, two compressorsneed to operate together, and an initial refrigerating power of eachcompressor may be Pz/2, or be of another power combination form, so thata sum of the refrigerating powers of the two compressors is Pz; and theopening degree of each second expansion valve 42 is adjusted accordingto a difference between Pz and P5, where a larger absolute value of thedifference between Pz and P5 indicates a smaller opening degree of thesecond expansion valve 42, to save energy sources.

According to an embodiment of the present disclosure, as shown in FIG.31, the controller is further configured to: detect temperatures of aplurality of batteries; control, when a temperature of any one of theplurality of batteries 6 is greater than a first temperature threshold,the temperature adjustment system to enter a cooling mode; and control,when a temperature of any one of the plurality of batteries is less thana second temperature threshold, the temperature adjustment system toenter a heating mode. The first temperature threshold and the secondtemperature threshold may be preset according to an actual situation.For example, the first temperature threshold may be 40° C., and thesecond temperature threshold may be 0° C.

Specifically, after the vehicle is powered on, the controller detectsthe temperature of each battery in real time, and performs determining.If a temperature of one of the batteries is higher than 40° C., itindicates that the temperature of the battery is excessively high inthis case. To prevent the high temperature from affecting performance ofthe battery, temperature reduction processing needs to be performed onthe battery, and the controller controls the temperature adjustmentsystem to enter the cooling mode, sends information about starting thebattery cooling function to the air conditioner system, and controls thecorresponding second electronic valve 43 to be turned on, so that thecooling liquid performs heat exchange with the battery to reduce thetemperature of the battery. If a temperature of a battery is less than0° C., it indicates that the temperature of the battery is excessivelylow in this case. To prevent the low temperature from affectingperformance of the battery, temperature increase processing needs to beperformed on the battery, the controller controls the temperatureadjustment system to enter a heating mode, controls the secondelectronic valve 43 to be turned off, and controls the correspondingheater 53 to be turned on, to provide the heating power to thetemperature adjustment system. When the temperature adjustment systemoperates in the heating mode, the heater 53 provides the heating power.Using an example of heating the first battery 61, a flowing direction ofthe cooling liquid in the loop in which the first battery 61 is locatedis: the medium container 52—the heat exchanger 41—the heater 53 (turnedon)—the pump 51—the first temperature sensor 55—the first battery 61—thesecond temperature sensor 56—the flow velocity sensor 57—the mediumcontainer 52; and cycling is performed in this way, to implementtemperature increase on the first battery 61.

According to an embodiment of the present disclosure, as shown in FIG.31, when the temperature adjustment system is in the cooling mode, thecontroller is further configured to determine, when the required powerP1 of the battery cooling branch is greater than the actual power P2,whether the temperature of the battery is greater than the thirdtemperature threshold. If the temperature of the battery is greater thanthe third temperature threshold, the controller increases the openingdegrees of the corresponding battery cooling branches, where the openingdegrees of the battery cooling branches are respectively controlledthrough corresponding valves (that is, the second expansion valves 42).The third temperature threshold is greater than the first temperaturethreshold. For example, the third temperature threshold may be 45° C.

Specifically, when the temperature adjustment system is in the coolingmode, if P1 is greater than P2, the controller determines whether thetemperature of the battery is greater than 45° C. If the temperature ofany battery is greater than 45° C., it indicates that the temperature ofthe current battery is excessively high, the controller reduces theopening degree of the corresponding first expansion valve 32, to reducethe flow of the cooling liquid of the intra-vehicle cooling branch, andmoreover increases the opening degree of the second expansion valve 42,to increase the flow of the cooling liquid of the battery coolingbranch. Therefore, by adjusting allocation of the refrigeratingcapacities of the intra-vehicle cooling branch and the battery coolingbranch, temperature adjustment on the battery may be completed withinthe target time when the temperature of the battery is excessively high.

According to an embodiment of the present disclosure, as shown in FIG.31, in the cooling mode, when a required power P1 of a battery isgreater than the actual power P2 of the battery, the controller isfurther configured to: obtain a power difference between the requiredpower P1 and the actual power P2 used for performing temperatureadjustment on the battery, and increase, according to the powerdifference, the power of the compressor 1 used for cooling the battery,or perform adjustment to increase the flow of the cooling liquid in thecycling branch of the battery, to increase the cooling power of thebattery; or when a required power P1 of a battery is less than or equalto the actual power P2 of the battery, reduce the power of thecompressor or keep the power of the compressor unchanged, or performadjustment to reduce the flow of the cooling liquid in the cyclingbranch of the battery, to reduce the cooling power of the battery.

Specifically, when operating in the cooling mode, if there are aplurality of batteries, the controller obtains P1 and P2 of eachbattery, and performs determining. If P1 for one of the batteries isgreater than P2, it indicates that the temperature reduction on thebattery cannot be completed within the target time according to thecurrent refrigerating power or flow of the cooling liquid. Therefore,the controller obtains a power difference between P1 and P2 of thebattery, and increases the power of the compressor 1 or increases theflow of the cooling liquid of the cycling branch of the batteryaccording to the power difference, to increase the cooling power of thebattery, where a larger power difference between P1 and P2 indicateslarger increase of the power of the compressor 1 and the flow of thecooling liquid of the battery, so that the temperature of the battery isreduced to the target temperature within the preset time t. If P1 on oneof the batteries is less than or equal to P2, the power of thecompressor 1 may be kept unchanged or the power of the compressor 1 maybe properly reduced, or the flow of the cooling liquid of the cyclingbranch of the battery is reduced, to reduce the cooling power of thebattery. When the temperatures of all of the batteries are less than 35°C., cooling on the batteries is completed, the controller sendsinformation about turning off a temperature adjustment function to thevehicle-mounted air conditioner through CAN communication, and controlsthe second electronic valves 43 to be turned off. If the temperature ofa battery is still higher than 35° C. after the temperature adjustmentsystem has entered the cooling mode for a relatively long time, forexample, 1 hour, the controller properly increases the power of thecompressor, so that the battery completes temperature reduction as soonas possible.

According to an embodiment of the present disclosure, as shown in FIG.31, the controller is further configured to reduce the opening degreesof the plurality of intra-vehicle cooling branches and increase theopening degrees of the plurality of battery cooling branches when thetemperature of a battery is less than the third temperature thresholdand the intra-vehicle temperature is equal to the air conditioner settemperature Ts.

Specifically, when the temperature adjustment system is in the coolingmode, if the temperature of each battery is less than 45° C., thecontroller determines whether the intra-vehicle temperature reaches theair conditioner set temperature Ts. If yes, the controller reduces theopening degree of the first expansion valve 32, and increases theopening degree of the second expansion valve 42, to increase the flow ofthe cooling liquid of the battery cooling branch, reduce the flow of thecooling liquid of the intra-vehicle cooling branch, and complete thetemperature reduction of the battery as soon as possible. If theintra-vehicle temperature has not reached the air conditioner settemperature Ts, the intra-vehicle refrigerating requirement ispreferentially satisfied, and the controller increases the openingdegree of the first expansion valve 32, and reduces the opening degreeof the second expansion valve 42.

Moreover, layered processing is further performed on the temperature ofthe battery, and temperature control thresholds are respectively 40° C.,45° C., and 35° C. When the temperature of the battery is higher than40° C., the battery cooling function is started; and when thetemperature of the battery is reduced to 35° C., cooling of the batteryis completed. When the temperature of the battery reaches 45° C., thebattery cooling requirement is preferentially satisfied. Additionally,when the required power P1 is greater than the actual power P2, if thetemperature of the battery does not exceed 45° C., the intra-vehiclerefrigerating requirement is still preferentially satisfied; and if theintra-vehicle refrigerating power has been sufficient and balanced, thecontroller increases the opening degree of the battery cooling branch,to increase the cooling power of the battery. If the required power P1is less than or equal to the actual power P2, the intra-vehiclerefrigerating requirement may be preferentially satisfied.

In an embodiment of the present disclosure, the plurality ofrefrigerating branches respectively correspond to a plurality of airoutlets, and the plurality of area temperatures are temperatures of theplurality of air outlets.

For example, as shown in FIG. 28, 4 air outlets may be disposed in thecompartment, and are respectively an air outlet 1 to an air outlet 4. Acorresponding area temperature Tq is detected by detecting an air outlettemperature Tc. It is assumed that the air outlet 1 and the air outlet 2are provided with a refrigerating power by the first refrigeratingbranch 11, and the air outlet 3 and the air outlet 4 are provided with arefrigerating power by the second refrigerating branch 12.

According to an embodiment of the present disclosure, as shown in FIG.31, the controller is further configured to: obtain a temperaturedifference between the plurality of area temperatures; and when thetemperature difference is greater than the fourth temperature threshold,increase the opening degree of the intra-vehicle cooling branchcorresponding to the refrigerating branch in which the air outlet with ahigh temperature is located, and reduce the opening degree of thebattery cooling branch corresponding to the refrigerating branch inwhich the air outlet with a high temperature is located. The fourthtemperature threshold may be preset according to an actual situation,for example, may be 3° C.

According to an embodiment of the present disclosure, the controller isfurther configured to reduce the opening degree of the intra-vehiclecooling branch corresponding to the refrigerating branch in which theair outlet with a low temperature is located, and increase the openingdegree of the battery cooling branch corresponding to the refrigeratingbranch in which the air outlet with a low temperature is located.

Specifically, in a battery cooling process, if the air conditioner needsto be turned on in the vehicle, the ambient temperature in thecompartment needs to be monitored and controlled, so that ambienttemperatures at places in the vehicle are kept balanced, and moreoverthe battery cooling requirement can be satisfied. As shown in FIG. 28,when it is detected that the area temperature Tq at the air outlet 1 andthe air outlet 2 is higher than the area temperature Tq at places nearthe air outlet 3 and the air outlet 4 by more than 3° C., the openingdegree of the first expansion valve 32 in the first intra-vehiclecooling branch 301 is controlled to be increased, and moreover theopening degree of the second expansion valve 42 in the first batterycooling branch 401 is controlled to be reduced, so that the coolingpower in the first intra-vehicle cooling branch 301 is increased. Thecontroller further controls the opening degree of the first expansionvalve 32 in the second intra-vehicle cooling branch 302 to be reduced,and the opening degree of the second expansion valve 42 in the secondbattery cooling branch 402 to be increased, so that the cooling power inthe second intra-vehicle cooling branch 302 is relatively small.Therefore, the cooling power of the first battery cooling branch 301 andthe cooling power of the second battery cooling branch 302 may be keptunchanged, and moreover area air temperatures near the air outlets inthe vehicle are kept balanced. When the vehicle-mounted air conditionerdetects that a difference between the area air temperature Tq near theair outlet 1 and the air outlet 2 and the area air temperature Tq nearthe air outlet 3 and the air outlet 4 is within 3° C., the controllercontrols the opening degrees of the first expansion valves 32 in thefirst intra-vehicle cooling branch 301 and the second intra-vehiclecooling branch 302 to be the same, to ensure that the cooling power ofthe first intra-vehicle cooling branch 301 and the cooling power of thesecond intra-vehicle cooling branch 302 are the same.

According to an embodiment of the present disclosure, when thetemperature adjustment system is in the heating mode, and a requiredpower P1 of a battery is greater than the actual power P2 of thebattery, the controller obtains a power difference between the requiredpower P1 and the actual power P2 used for performing temperatureadjustment on the battery, and increase, according to the powerdifference, the power of the heater used for heating the battery, orperform adjustment to increase the flow of the cooling liquid in thecycling branch of the battery, to increase the heating power of thebattery; and when a required power P1 of a battery is less than or equalto the actual power P2 of the battery, the controller reduces the powerof the heater or keeps the power of the heater unchanged, or performsadjustment to reduce the flow of the cooling liquid in the cyclingbranch of the battery, to reduce the heating power of the battery.

Specifically, when the temperature adjustment system is in the heatingmode, the controller obtains P1 and P2 of each battery, and performsdetermining. If P1 for one of the batteries is greater than P2, itindicates that temperature increase on the battery cannot be completedwithin the target time according to the current heating power or flow ofthe cooling liquid. Therefore, the controller obtains a power differencebetween P1 and P2 of the battery, and increases, according to the powerdifference, the power of the heater 53 used for heating the battery, orperforms adjustment to increase the rotational speed of thecorresponding pump 51, to increase the flow of the cooling liquid of thecycling branch of the battery, so that temperature adjustment on thebattery may be completed within the target time t. A larger differencebetween P1 and P2 indicates larger increase of the power of the heater53. If P1 of a battery is less than or equal to P2, the controller mayproperly reduce the power of the heater 53, to save electric energy, orperform adjustment to reduce the rotational speed of the correspondingpump 51 to reduce the flow of the cooling liquid of the cycling branchof the battery, to reduce the heating power, or keep the power of theheater 53 unchanged. When the temperatures of all of the batteries arehigher than a preset temperature, for example, 10° C., heating on thebatteries is completed, the controller sends information about turningoff a temperature adjustment function to the vehicle-mounted airconditioner through CAN communication, and controls the heater 53 to beturned off. If the temperature of a battery is still lower than 10° C.after the temperature adjustment system has entered the heating mode fora relatively long time, for example, 1 hour, the controller properlyincreases the power of the heater 53, so that the battery completestemperature increase as soon as possible.

According to an embodiment of the present disclosure, the controller isfurther configured to reduce the rotational speed of the pump 51 in theflow path of the battery when the required power P1 of a battery is lessthan the corresponding actual power P2, and increase the rotationalspeed of the pump 51 in the flow path of the battery when the requiredpower P1 of a battery is greater than the corresponding actual power P2.

Specifically, when the temperature adjustment system enters the heatingmode or cooling mode, if P1 of a battery is less than P2, the controllercontrols the rotational speed of the corresponding pump 51 to bereduced, to save electric energy. If P1 of a battery is greater than P2,in addition to controlling the power of the corresponding heater 53 orcompressor 1 to be increased or the flow of the cooling liquid in theloop in which the battery is located to be increased, the controllerfurther controls the rotational speed of the pump 51 to be increased, toincrease a mass of the cooling liquid flowing through a cross section ofthe cooling flow path within a unit time, thereby increasing the actualpower P2 of the battery, to implement temperature adjustment within thetarget time t.

It may be understood that, when the temperature adjustment systemoperates in the cooling mode, as shown in FIG. 31, the controller mayrespectively calculate the required power P1 of the first battery 61 andthe required power P1 of the second battery 62, and then adjust theopening degree of the corresponding second expansion valve 42 accordingto P1 of each battery and the maximum refrigerating power P of thecorresponding compressor. In the cooling process, the controller furthercontinues to adjust the opening degree of the second expansion valve 42according to the actual power P2 of each battery. Moreover, thecontroller adjusts allocation of the flow of the cooling liquid in thefirst battery cooling branch 401 and the second battery cooling branch402 according to a temperature situation between the first battery 61and the second battery 62 by adjusting the opening degrees of the firstto the fourth adjustment valves 411 to 414, thereby controllingtemperature balancing between the first battery 61 and the secondbattery 62. When the temperature of the first battery 61 is higher thanthe temperature of the second battery 62 and a difference between themexceeds a set value, opening degrees of the first adjustment valve 411and the third adjustment valve 413 may be increased, and opening degreesof the second adjustment valve 412 and the fourth adjustment valve 414may be reduced, to increase the cooling power of the first battery 61;when the temperature of the first battery 61 and the temperature of thesecond battery 62 are equal, opening degrees of the first to the fourthadjustment valves 411 to 414 may be controlled to be the same. When thetemperature adjustment system operates in the heating mode, and thetemperature of the first battery 61 is lower than the temperature of thesecond battery 62 and the difference exceeds the set value, thecontroller increases the heating power of the heater 53 corresponding tothe first battery 61. Therefore, temperature balancing between twobatteries may be kept.

To make a person skilled in the art more clearly understand the presentdisclosure, an operating process of the temperature adjustment systemfor a vehicle-mounted battery is described below with reference tospecific examples.

Compared with the temperature adjustment systems shown in FIG. 19 andFIG. 20, an intra-vehicle cooling branch is added to FIG. 31. Only thedifferences are listed below, and the rest is not described.

As shown in FIG. 31, when there are a plurality of batteries, aplurality of intra-vehicle cooling branches 3, and a plurality ofbattery cooling branches 4, the plurality of batteries are disposedindependently, and the temperature adjustment system enters the coolingmode, the controller obtains P1 of each battery 6, the actual power P2of each battery, and the maximum refrigerating power P of a singlecompressor; and may calculate the total required power Pz of the entiretemperature adjustment system by adding P1 of each battery, obtain thetotal actual power Pf by adding the actual power P2 of each battery, andmay calculate a sum P5 of the maximum refrigerating powers of allcompressors by adding the maximum refrigerating power of eachcompressor. The required power of the first battery 61 is P11, and therequired power of the second battery 62 is P12. The actual power of thefirst battery 61 is P21, and the actual power of the second battery 62is P22. P51 is the maximum refrigerating power of the first compressor11, and P52 is the maximum refrigerating power of the second compressor12.

If Pz≤P51, only one compressor 1 needs to be controlled to operate, toprovide the refrigerating power, and two compressors 1 may alternativelybe controlled to operate together. If P51<Pz≤P5, two compressors 1 needto operate together, and an initial refrigerating power of eachcompressor is Pz/2, or be of another power combination form, so that asum of the refrigerating powers of the two compressors is Pz. If Pz>P5,each compressor runs according to the maximum refrigerating power.

When intra-vehicle cooling and battery cooling are both turned on, ifthe area temperature of the air outlet 1 and the air outlet 2 is T51,and the area temperature of the air outlet 3 and the air outlet 4 isT52, determining is performed as follows:

If T51−T52≥Tc, and Tc is 3° C., processing is performed as follows:

If Pz+P4≤P5, the controller controls the refrigerating power of thefirst compressor 11 to be increased, or controls the opening degree ofthe expansion valve of the battery cooling branch in the refrigeratingloop of the first compressor 11 to be reduced, and controls the openingdegree of the expansion valve of the intra-vehicle cooling loop to beincreased; or controls the opening degree of the expansion valve of thebattery cooling branch in the refrigerating loop of the secondcompressor 12 to be increased, and controls the opening degree of theexpansion valve of the intra-vehicle cooling loop to be reduced, so thatthe temperature T51 is reduced quickly, and moreover the cooling powerrequirement of the battery is satisfied, to achieve a balancedintra-vehicle ambient temperature.

If Pz+P4>P5, the controller controls the first compressor 11 and thesecond compressor 12 to run at the maximum refrigerating power, orcontrols the opening degree of the expansion valve of the batterycooling branch in the refrigerating loop of the first compressor 11 tobe reduced, and controls the opening degree of the expansion valve ofthe intra-vehicle cooling loop to be increased; or controls the openingdegree of the expansion valve of the battery cooling branch in therefrigerating loop of the second compressor 12 to be increased, andcontrols the opening degree of the expansion valve of the intra-vehiclecooling loop to be reduced, so that the temperature T51 is reducedquickly, and moreover the cooling power requirement of the battery issatisfied, to achieve a balanced intra-vehicle ambient temperature.

If T51−T52≥Tc, and Tc is 3° C., processing may also be performed asfollows:

The controller controls the battery cooling branch in the refrigeratingloop of the first compressor 11 to be turned off, and controls theopening degree of the expansion valve of the intra-vehicle cooling loopto be increased, so that all of the refrigerating power of the firstcompressor 11 is used for intra-vehicle cooling. Moreover, thecontroller controls the opening degree of the expansion valve of thebattery cooling branch in the refrigerating loop of the secondcompressor 12 to be increased, and controls the opening degree of theexpansion valve of the intra-vehicle cooling loop to be reduced, toincrease the battery cooling power, so that the temperature T51 isreduced quickly, and moreover the cooling power requirement of thebattery is satisfied, to achieve a balanced intra-vehicle ambienttemperature.

To sum up, the temperature adjustment system for a vehicle-mountedbattery according to this embodiment of the present disclosure obtainsthe required power and the actual power through the battery temperatureadjustment module, and obtains the area temperatures of the plurality ofareas in the vehicle and the air conditioner set temperature; adjuststhe opening degrees of the plurality of intra-vehicle cooling branches,the plurality of battery cooling branches and the plurality ofrefrigerating branches are adjusted according to the required powers,the actual powers, the plurality of area temperatures and the airconditioner set temperature; and adjusts, according to the requiredpowers and the actual powers of the batteries, opening degrees ofrefrigerating capacities provided by the plurality of compressors to thebattery cooling branches corresponding to the batteries. Therefore, thesystem allocates refrigerating capacities to a battery and the areas inthe compartment according to an actual status of each battery, theplurality of area temperatures in the compartment, and the airconditioner set temperature, thereby not only adjusting the temperatureof the battery when the temperature is excessively high or excessivelylow, to maintain the temperature of the battery within a preset range,but also balancing the temperatures of the areas in the compartment andthe temperatures between the batteries.

When the temperature adjustment system for a vehicle-mounted batteryincludes a plurality of refrigerating branches, a plurality of batterycooling branches corresponding to the plurality of refrigeratingbranches, a plurality of intra-vehicle cooling branches, a plurality ofbatteries and a plurality of battery temperature adjustment modulesconnected between the plurality of batteries and the plurality ofbattery cooling branches, as shown in FIG. 32, the temperatureadjustment method for a vehicle-mounted battery includes the followingsteps:

S1″″. Obtain required powers P1 and actual powers P2 of the plurality ofbatteries respectively.

According to an embodiment of the present disclosure, the obtainingrequired powers of a plurality of batteries respectively specificallyincludes the following steps: obtaining a first parameter of eachbattery when enabling temperature adjustment, and generating a firstrequired power of each battery according to the first parameter;obtaining a second parameter of each battery when enabling temperatureadjustment, and generating a second required power of each batteryaccording to the second parameter; and generating a required power P1 ofa battery cooling branch according to the first required power and thesecond required power of each battery.

According to an embodiment of the present disclosure, the firstparameter includes an initial temperature when enabling temperatureadjustment on the battery, the target temperature, and a target time tfor reaching the target temperature from the initial temperature, andthe generating a first required power according to the first parameterspecifically includes: obtaining a first temperature difference ΔT₁between the initial temperature and the target temperature; andgenerating the first required power according to the first temperaturedifference ΔT₁ and the target time t.

According to an embodiment of the present disclosure, the first requiredpower is generated through the following formula (1):

ΔT₁*C*M/t  (1)

where ΔT₁ is the first temperature difference between the initialtemperature and the target temperature, t is the target time, C is aspecific heat capacity of the battery, and M is a mass of the battery.

According to an embodiment of the present disclosure, the secondparameter is an average current I of the battery within a preset time,and the second required power is generated through the following formula(2):

I²*R  (2)

where I is the average current, and R is an internal resistance of thebattery.

When the battery is cooled, P1=ΔT₁*C*M/t+I²*R; and when the battery isheated, P1=ΔT₁*C*M/t−I²*R.

According to an embodiment of the present disclosure, the obtainingactual powers P2 of a plurality of batteries specifically includes:obtaining inlet temperatures and outlet temperatures of flow paths usedfor adjusting temperatures of the plurality of batteries, and obtainingflow velocities v at which a cooling liquid flows into the flow paths;generating second temperature differences ΔT₂ of the plurality ofbatteries according to the inlet temperatures and the outlettemperatures of the flow paths of the plurality of batteries; andgenerating the actual powers P2 of the plurality of batteries accordingto the second temperature differences ΔT₂ of the plurality of batteriesand the flow velocities v.

According to an embodiment of the present disclosure, the actual powerP2 is generated through the following formula (3):

ΔT₂*c*m  (3)

where ΔT₂ is the second temperature difference, c is a specific heatcapacity of the cooling liquid in the flow path, and m is a mass of thecooling liquid flowing through a cross section of the flow path within aunit time, where m=v*ρ*s, v is a flow velocity of the cooling liquid,and ρ is a density of the cooling liquid.

S2″″. Obtain area temperatures Tq of a plurality of areas in the vehicleand an air conditioner set temperature Ts respectively.

S3″″. Adjust opening degrees of the plurality of intra-vehicle coolingbranches, the plurality of battery cooling branches and the plurality ofrefrigerating branches according to the required power P1, the actualpower P2, the plurality of area temperatures Tq and the air conditionerset temperature Ts. The plurality of battery cooling branches are incommunication with each other, and opening degrees of refrigeratingcapacities provided by the plurality of compressors to the batterycooling branches corresponding to the batteries are adjusted accordingto the required powers P1 and the actual powers P2 of the batteries.

According to an embodiment of the present disclosure, the openingdegrees of the plurality of intra-vehicle cooling branches, theplurality of battery cooling branches and the plurality of refrigeratingbranches are adjusted within the target time t according to the requiredpower P1, the actual power P2, the plurality of area temperatures Tq,and the air conditioner set temperature Ts, to reach the targettemperature.

The battery may be a battery pack or a battery module. The batteries aredisposed independent of each other.

Specifically, using two refrigerating branches, two battery coolingbranches, two intra-vehicle cooling branches and two batteries as anexample, the batteries are respectively a first battery and a secondbattery, the refrigerating branches are respectively a firstrefrigerating branch and a second refrigerating branch, the batterycooling branches are respectively a first battery cooling branch and asecond battery cooling branch, and the intra-vehicle cooling branchesare respectively a first intra-vehicle cooling branch and a secondintra-vehicle cooling branch.

When the temperature of at least one of the first battery and the secondbattery is excessively high/excessively low, temperature adjustmentneeds to be performed on the at least one of the first battery and thesecond battery. The required power P1 and the actual power P2 areobtained, and opening degrees of the plurality of battery coolingbranches are adjusted according to P1 and P2, to adjust the coolingpower of the battery; and the plurality of area temperatures Tq and theair conditioner set temperature Ts are obtained, and the opening degreeof each battery cooling branch is controlled according to Tq and Ts. Forexample, if Tq of an area is relatively high and greatly different fromTq of another area, the opening degree of the intra-vehicle coolingbranch for cooling the area is controlled to be increased, and moreoverthe opening degree of the corresponding battery cooling branch iscontrolled to be reduced. Moreover, to ensure that the cooling power ofthe battery is unchanged, the opening degree of another intra-vehiclecooling branch is controlled to be reduced, and moreover the openingdegree of the corresponding battery cooling branch is controlled to beincreased. Therefore, the method allocates refrigerating capacities to abattery and the areas in the compartment according to an actual statusof each battery, the plurality of area temperatures in the compartment,and the air conditioner set temperature, thereby not only adjusting thetemperature of the battery when the temperature is excessively high orexcessively low, to maintain the temperature of the battery within apreset range, but also balancing the temperatures of the areas in thecompartment. Moreover, because the plurality of battery cooling branchesare in communication with each other, the opening degrees of therefrigerating capacities of the battery cooling branches 4 correspondingto the batteries may be adjusted according to the temperatures of thebatteries, to ensure temperature balancing between the batteries.

How to adjust opening degrees of the plurality of intra-vehicle coolingbranches, the plurality of battery cooling branches and the plurality ofrefrigerating branches according to the required power P1, the actualpower P2, the plurality of area temperatures Tq and the air conditionerset temperature Ts is described below with reference to a specificembodiment.

According to an embodiment of the present disclosure, when there are aplurality of vehicle-mounted batteries disposed independently, and thereare a plurality of intra-vehicle cooling branches, a plurality ofbattery cooling branches and a plurality of refrigerating branches, theforegoing temperature adjustment method for a vehicle-mounted batterymay further include: generating a total required power Pz according to arequired power P1 of each battery; generating a total maximumrefrigerating power P5 of a plurality of compressors according tomaximum refrigerating powers P of the plurality of compressors;determining whether the total required power Pz is greater than thetotal maximum refrigerating power P5 of the plurality of compressors; ifthe total required power Pz is greater than the total maximumrefrigerating power P5 of the plurality of compressors, adjusting, tothe maximum, opening degrees of refrigerating capacities provided by theplurality of compressors to the battery cooling branches correspondingto the batteries; and if the total required power Pz is less than orequal to the total maximum refrigerating power P5 of the plurality ofcompressors, adjusting the opening degrees of the refrigeratingcapacities of the battery cooling branches corresponding to thebatteries according to a difference between the total required power Pzand the total maximum refrigerating power P5.

Specifically, the total required power Pz of the entire temperatureadjustment system may be calculated according to the required powers P1of all of the batteries, that is, the total required power Pz isobtained by adding the required powers P1 of all of the batteries.Moreover, the total maximum refrigerating power P5 of the plurality ofcompressors is calculated according to the maximum refrigerating power Pof each compressor, that is, the total maximum refrigerating power P5may be obtained by adding the maximum refrigerating power P of eachcompressor. Then, whether Pz>P5 is determined, and if yes, thecontroller performs control to adjust the opening degree of each secondexpansion valve to the maximum, to adjust the flow of the cooling liquidprovided by the plurality of compressors to the battery cooling branchcorresponding to the battery to the maximum, so that the battery maycomplete temperature reduction within the target time t. If Pz≤P5, theopening degree of the second expansion valve is adjusted according to adifference between Pz and P5, where a larger absolute value of thedifference between Pz and P5 indicates a smaller opening degree of thesecond expansion valve, to save energy sources.

According to an embodiment of the present disclosure, the batterytemperature adjustment method may further include the following steps:detecting temperatures of a plurality of batteries; when the temperatureof any one of the plurality of batteries is greater than a firsttemperature threshold, controlling, by the controller, the temperatureadjustment system to enter a cooling mode; and when the temperature ofany one of the plurality of batteries is less than a second temperaturethreshold, controlling, by the controller, the temperature adjustmentsystem to enter a heating mode. The first temperature threshold and thesecond temperature threshold may be preset according to an actualsituation. For example, the first temperature threshold may be 40° C.,and the second temperature threshold may be 0° C.

Specifically, after the vehicle is powered on, the controller detectsthe temperature of each battery in real time and performs determining.If a temperature of one of the batteries is higher than 40° C., itindicates that the temperature of the battery is excessively high inthis case. To prevent the high temperature from affecting performance ofthe battery, temperature reduction processing needs to be performed onthe battery, the controller controls the temperature adjustment systemto enter the cooling mode, and sends information about starting thebattery cooling function to the air conditioner system. If a temperatureof a battery is less than 0° C., it indicates that the temperature ofthe battery is excessively low in this case. To prevent the lowtemperature from affecting performance of the battery, temperatureincrease processing needs to be performed on the battery, the controllercontrols the temperature adjustment system to enter the heating mode,controls the corresponding battery cooling branch to be turned off, andcontrols the heater to be turned on, to provide the heating power to thebattery.

According to an embodiment of the present disclosure, when thetemperature adjustment system is in the cooling mode, the adjustingopening degrees of the plurality of intra-vehicle cooling branches, theplurality of battery cooling branches and the plurality of refrigeratingbranches according to the required power P1, the actual power P2, theplurality of area temperatures Tq and the air conditioner settemperature Ts specifically includes: when the required power P1 of thebattery cooling branch is greater than the actual power P2, determiningwhether the temperature of the battery is greater than a thirdtemperature threshold. If the temperature of the battery is greater thanthe third temperature threshold, the controller reduces opening degreesof the plurality of intra-vehicle cooling branches, and increasesopening degrees of the plurality of battery cooling branches, where theopening degrees of the plurality of battery cooling branches arerespectively controlled through corresponding valves (that is, thesecond expansion valves 42). The third temperature threshold is greaterthan the first temperature threshold. For example, the third temperaturethreshold may be 45° C.

Specifically, when the temperature adjustment system is in the coolingmode, if P1 is greater than P2, whether the temperature of the batteryis greater than 45° C. is determined. If the temperature of any batteryis greater than 45° C., it indicates that the temperature of the currentbattery is excessively high, the opening degree of the first expansionvalve 32 is reduced, to reduce the flow of the cooling liquid of theintra-vehicle cooling branch, and moreover the opening degree of thesecond expansion valve 42 is increased, to increase the flow of thecooling liquid of the battery cooling branch. Therefore, by adjustingallocation of the refrigerating capacities of the intra-vehicle coolingbranch and the battery cooling branch, temperature adjustment on thebattery may be completed within the target time when the temperature ofthe battery is excessively high.

According to an embodiment of the present disclosure, in the coolingmode, the battery temperature adjustment method further includes:determining whether the required power P1 of each battery is greaterthan the actual power P2 corresponding to each battery; if a requiredpower P1 of a battery is greater than the actual power P2 of thebattery, obtaining a power difference between the required power P1 andthe actual power P2 used for performing temperature adjustment on thebattery, and increasing, according to the power difference, the power ofthe compressor used for cooling the battery, or performing adjustment toincrease the flow of the cooling liquid of the cycling branch of thebattery, to increase the cooling power of the battery; and if a requiredpower P1 of a battery is less than or equal to the actual power P2 ofthe battery, reducing the power of the compressor or keeping the powerof the compressor unchanged, or performing adjustment to reduce the flowof the cooling liquid of the cycling branch of the battery, to reducethe cooling power of the battery.

Specifically, when the temperature adjustment system operates in thecooling mode, if there are a plurality of batteries, P1 and P2 of eachbattery are obtained, and determining is performed. If P1 for one of thebatteries is greater than P2, it indicates that the temperaturereduction on the battery cannot be completed within the target timeaccording to the current refrigerating power or flow of the coolingliquid. Therefore, a power difference between P1 and P2 of the batteryis obtained, and the power of the compressor is increased or the flow ofthe cooling liquid of the cycling branch of the battery is increasedaccording to the power difference, to increase the cooling power of thebattery, where a larger power difference between P1 and P2 indicateslarger increase of the power of the compressor and the flow of thecooling liquid of the battery, so that the temperature of the battery isreduced to the target temperature within the preset time t. If P1 on oneof the batteries is less than or equal to P2, the power of thecompressor may be kept unchanged or the power of the compressor may beproperly reduced, or the flow of the cooling liquid of the cyclingbranch of the battery is reduced, to reduce the cooling power of thebattery. When the temperatures of all of the batteries are less than 35°C., cooling on the batteries is completed, information about turning offa temperature adjustment function is sent to the vehicle-mounted airconditioner through CAN communication, and the second electronic valveis controlled to be turned off. If the temperature of a battery is stillhigher than 35° C. after the temperature adjustment system has enteredthe cooling mode for a relatively long time, for example, 1 hour, thepower of the compressor is properly increased, so that the batterycompletes temperature reduction as soon as possible.

According to an embodiment of the present disclosure, if the temperatureof the battery is less than the third temperature threshold, whether theintra-vehicle temperature is equal to the air conditioner settemperature Ts is further determined; and if the intra-vehicletemperature is equal to the air conditioner set temperature Ts, theopening degrees of the plurality of intra-vehicle cooling branches arereduced, and the opening degrees of the plurality of battery coolingbranches are increased.

Specifically, when the temperature adjustment system is in the coolingmode, if the temperature of each battery is less than 45° C., thecontroller determines whether the intra-vehicle temperature reaches theair conditioner set temperature Ts. If yes, the flow of the coolingliquid of the battery cooling branch is increased, and the flow of thecooling liquid of the intra-vehicle cooling branch is reduced, tocomplete the temperature reduction of the battery as soon as possible.If the intra-vehicle temperature has not reached the air conditioner settemperature Ts, the intra-vehicle refrigerating requirement ispreferentially satisfied, and the controller increases the flow of thecooling liquid of the intra-vehicle cooling branch, and reduces the flowof the cooling liquid of the battery cooling branch.

Moreover, layered processing is further performed on the temperature ofthe battery, and temperature control thresholds are respectively 40° C.,45° C., and 35° C. When the temperature of the battery is higher than40° C., the battery cooling function is started; and when thetemperature of the battery is reduced to 35° C., cooling of the batteryis completed. When the temperature of the battery reaches 45° C., thebattery cooling requirement is preferentially satisfied. Additionally,when the required power P1 is greater than the actual power P2, if thetemperature of the battery does not exceed 45° C., the intra-vehiclerefrigerating requirement is still preferentially satisfied; and if theintra-vehicle refrigerating power has been sufficient and balanced, theopening degree of the battery cooling branch is increased, to increasethe cooling power of the battery. If the required power P1 is less thanor equal to the actual power P2, the intra-vehicle refrigeratingrequirement may be preferentially satisfied.

According to an embodiment of the present disclosure, the reducingopening degrees of the plurality of intra-vehicle cooling branchesspecifically includes: obtaining a temperature difference between theplurality of area temperatures; determining whether the temperaturedifference is greater than the fourth temperature threshold; and whenthe temperature difference is greater than the fourth temperaturethreshold, increasing the opening degree of the intra-vehicle coolingbranch corresponding to the refrigerating branch in which the air outletwith a high temperature is located, and reducing the opening degree ofthe battery cooling branch corresponding to the refrigerating branch inwhich the air outlet with a high temperature is located. The fourthtemperature threshold may be preset according to an actual situation,for example, may be 3° C.

According to an embodiment of the present disclosure, the temperatureadjustment method for a vehicle-mounted battery further includes:reducing the opening degree of the intra-vehicle cooling branchcorresponding to the refrigerating branch in which the air outlet with alow temperature is located, and increasing the opening degree of thebattery cooling branch corresponding to the refrigerating branch inwhich the air outlet with a low temperature is located.

Specifically, in a battery cooling process, if the air conditioner needsto be turned on in the vehicle, the ambient temperature in thecompartment needs to be monitored and controlled, so that ambienttemperatures at places in the vehicle are kept balanced, and moreoverthe battery cooling requirement can be satisfied. As shown in FIG. 28,when it is detected that the area temperature Tq at the air outlet 1 andthe air outlet 2 is higher than the area temperature Tq at places nearthe air outlet 3 and the air outlet 4 by more than 3° C., the openingdegree in the first intra-vehicle cooling branch is increased, and theopening degree in the first battery cooling branch is reduced, so thatthe cooling power in the first intra-vehicle cooling branch isrelatively large. The cooling opening degree in the second intra-vehiclecooling branch is further reduced, and the opening degree of the secondbattery cooling branch is increased, so that the cooling power in thesecond intra-vehicle cooling branch is relatively small. Therefore, thecooling power of the first battery cooling branch and the cooling powerof the second battery cooling branch may be kept unchanged, and moreoverarea air temperatures near the air outlets in the vehicle are keptbalanced. When the vehicle-mounted air conditioner detects that adifference between the area air temperature Tq near the air outlet 1 andthe air outlet 2 and the area air temperature Tq near the air outlet 3and the air outlet 4 is within 3° C., the controller controls theopening degrees of the first expansion valves in the first intra-vehiclecooling branch and the second intra-vehicle cooling branch to be thesame, to ensure that the cooling power of the first intra-vehiclecooling branch and the cooling power of the second intra-vehicle coolingbranch are the same.

According to an embodiment of the present disclosure, when thetemperature adjustment system is in the heating mode, the method furtherincludes: determining whether the required power P1 of a battery isgreater than the actual power P2 of the battery; if a required power P1of a battery is greater than the actual power P2 corresponding to thebattery, obtaining a power difference between the required power P1 andthe actual power P2 of the battery, and increasing, according to thepower difference, the power of the heater used for cooling the battery,or performing adjustment to increase the flow of the cooling liquid ofthe cycling branch of the battery, to increase the heating power of thebattery; and if a required power P1 of a battery is less than or equalto the actual power P2 corresponding to the battery, reducing the powerof the heater or keeping the power of the heater unchanged, orperforming adjustment to reduce the flow of the cooling liquid of thecycling branch of the battery, to reduce the heating power of thebattery.

Specifically, when the temperature adjustment system is in the heatingmode, P1 and P2 of each battery are obtained, and determining isperformed. If P1 for one of the batteries is greater than P2, itindicates that temperature increase on the battery cannot be completedwithin the target time according to the current heating power or flow ofthe cooling liquid. Therefore, a power difference between P1 and P2 ofthe battery is obtained, and the power of the heater used for heatingthe battery is increased according to the power difference, oradjustment is performed to increase the rotational speed of thecorresponding pump, to increase the flow of the cooling liquid of thecycling branch of the battery, so that temperature adjustment on thebattery may be completed within the target time t. A larger differencebetween P1 and P2 indicates larger increase of the power of the heater.If P1 of a battery is less than or equal to P2, the power of the heatermay be properly reduced, to save electric energy, or adjustment isperformed to reduce the rotational speed of the corresponding pump toreduce the flow of the cooling liquid of the cycling branch of thebattery, to reduce the heating power, or the power of the heater is keptunchanged. When the temperatures of all of the batteries are higher thana preset temperature, for example, 10° C., heating on the batteries iscompleted, information about turning off a temperature adjustmentfunction is sent to the vehicle-mounted air conditioner through CANcommunication, and the heater is controlled to be turned off. If thetemperature of a battery is still lower than 10° C. after thetemperature adjustment system has entered the heating mode for arelatively long time, for example, 1 hour, the power of the heater isproperly increased, so that the battery completes temperature increaseas soon as possible.

According to an embodiment of the present disclosure, the temperatureadjustment method for a vehicle-mounted battery may further include:reducing, if the required power P1 of a battery is less than thecorresponding actual power P2, the rotational speed of the pump in theflow path of the battery; and increasing, if the required power P1 of abattery is greater than the corresponding actual power P2, therotational speed of the pump in the flow path of the battery.

Specifically, when the temperature adjustment system enters the heatingmode or cooling mode, if P1 of a battery is less than P2, the rotationalspeed of the corresponding pump is controlled to be reduced, to saveelectric energy. If P1 of a battery is greater than P2, in addition tocontrolling the power of the corresponding heater or compressor to beincreased or the flow of the cooling liquid in the loop in which thebattery is located to be increased, the controller further controls therotational speed of the pump to be increased, to increase a mass of thecooling liquid flowing through a cross section of the cooling flow pathwithin a unit time, thereby increasing the actual power P2 of thebattery, to implement temperature adjustment within the target time t.

Compared with the temperature adjustment systems shown in FIG. 19 andFIG. 20, an intra-vehicle cooling loop is added to FIG. 31. Only thedifferences are listed below, and the rest is not described.

As shown in FIG. 31, when there are a plurality of batteries, aplurality of intra-vehicle cooling loops, and a plurality of batterycooling branches, the plurality of batteries are disposed independently,and the temperature adjustment system enters the cooling mode, thecontroller obtains P1 of each battery, the actual power P2 of eachbattery, and the maximum refrigerating power P of a single compressor;and may calculate the total required power Pz of the entire temperatureadjustment system by adding P1 of each battery, obtain the total actualpower Pf by adding the actual power P2 of each battery, and maycalculate a sum P5 of the maximum refrigerating powers of allcompressors by adding the maximum refrigerating power of eachcompressor. The required power of the first battery is P11, and therequired power of the second battery is P12. The actual power of thefirst battery is P21, and the actual power of the second battery is P22.P51 is the maximum refrigerating power of the first compressor 11, andP52 is the maximum refrigerating power of the second compressor.

If Pz≤P51, only one compressor needs to be controlled to operate, toprovide the refrigerating power, and two compressors may alternativelybe controlled to operate together. If P51<Pz≤P5, two compressors need tooperate together, and an initial refrigerating power of each compressoris Pz/2, or be of another power combination form, so that a sum of therefrigerating powers of the two compressors is Pz. If Pz>P5, eachcompressor runs according to the maximum refrigerating power.

When intra-vehicle cooling and battery cooling are both turned on, ifthe area temperature of the air outlet 1 and the air outlet 2 is T51,and the area temperature of the air outlet 3 and the air outlet 4 isT52, determining is performed as follows:

If T51−T52≤Tc, and Tc is 3° C., processing is performed as follows:

If Pz+P4≤P5, the controller controls the refrigerating power of thefirst compressor to be increased, or controls the opening degree of theexpansion valve of the battery cooling branch in the refrigerating loopof the first compressor to be reduced, and controls the opening degreeof the expansion valve of the intra-vehicle cooling loop to beincreased; or controls the opening degree of the expansion valve of thebattery cooling branch in the refrigerating loop of the secondcompressor to be increased, and controls the opening degree of theexpansion valve of the intra-vehicle cooling loop to be reduced, so thatthe temperature T51 is reduced quickly, and moreover the cooling powerrequirement of the battery is satisfied, to achieve a balancedintra-vehicle ambient temperature.

If Pz+P4>P5, the controller controls the first compressor 11 and thesecond compressor 12 to run at the maximum refrigerating power, orcontrols the opening degree of the expansion valve of the batterycooling branch in the refrigerating loop of the first compressor 11 tobe reduced, and controls the opening degree of the expansion valve ofthe intra-vehicle cooling loop to be increased; or controls the openingdegree of the expansion valve of the battery cooling branch in therefrigerating loop of the second compressor to be increased, andcontrols the opening degree of the expansion valve of the intra-vehiclecooling loop to be reduced, so that the temperature T51 is reducedquickly, and moreover the cooling power requirement of the battery issatisfied, to achieve a balanced intra-vehicle ambient temperature.

If T51−T52≤Tc, and Tc is 3° C., processing may also be performed asfollows:

The controller controls the battery cooling branch in the refrigeratingloop of the first compressor to be turned off, and controls the openingdegree of the expansion valve of the intra-vehicle cooling loop to beincreased, so that all of the refrigerating power of the firstcompressor is used for intra-vehicle cooling. Moreover, the controllercontrols the opening degree of the expansion valve of the batterycooling branch in the refrigerating loop of the second compressor to beincreased, and controls the opening degree of the expansion valve of theintra-vehicle cooling loop to be reduced, to increase the batterycooling power, so that the temperature T51 is reduced quickly, andmoreover the cooling power requirement of the battery is satisfied, toachieve a balanced intra-vehicle ambient temperature.

In the temperature adjustment method for a vehicle-mounted batteryaccording to this embodiment of the present disclosure, first, therequired powers and the actual powers of the plurality of batteries areobtained respectively; then, the area temperatures of the plurality ofareas in the vehicle and the air conditioner set temperature areobtained respectively; and then the opening degrees of the plurality ofintra-vehicle cooling branches, the plurality of battery coolingbranches and the plurality of refrigerating branches are adjustedaccording to the required powers, the actual powers, the plurality ofarea temperatures and the air conditioner set temperature. Therefore,the method allocates refrigerating capacities to a battery and the areasin the compartment according to an actual status of each battery, theplurality of area temperatures in the compartment, and the airconditioner set temperature, thereby not only adjusting the temperatureof the battery when the temperature is excessively high or excessivelylow, to maintain the temperature of the battery within a preset range,but also balancing the temperatures of the areas in the compartment andthe temperatures between the batteries.

When there are one battery, a plurality of refrigerating branches, aplurality of intra-vehicle cooling branches, and a plurality of batterycooling branches, the temperature adjustment system for avehicle-mounted battery includes: the plurality of refrigeratingbranches, the plurality of intra-vehicle cooling branches, the pluralityof battery cooling branches, and a battery temperature adjustment module5.

As shown in FIG. 33, each refrigerating branch includes a compressor 1,and a condenser 2 connected to the compressor 1. The plurality ofintra-vehicle cooling branches are respectively connected to theplurality of refrigerating branches. The battery temperature adjustmentmodule 5 is connected to the battery 6 and a battery cooling branch, andis used for obtaining a required power P1 and an actual power P2,obtaining area temperatures Tq of a plurality of areas in the vehicleand an air conditioner set temperature Ts, and adjusting powers of theplurality of intra-vehicle cooling branches, the plurality of batterycooling branches and the plurality of refrigerating branches accordingto the required power P1, the actual power P2, the plurality of areatemperatures Tq, and the air conditioner set temperature Ts.

The battery may be a battery pack or a battery module.

According to an embodiment of the present disclosure, the batterytemperature adjustment module 5 adjusts the powers of the plurality ofintra-vehicle cooling branches, the plurality of battery coolingbranches and the plurality of refrigerating branches within the targettime t according to the required power P1, the actual power P2, theplurality of area temperatures Tq, and the air conditioner settemperature Ts, to reach the target temperature. When the temperature ofthe battery is excessively high or excessively low, temperatureadjustment on the battery needs to be performed. The battery temperatureadjustment module 5 obtains the required power P1 and the actual powerP2 of the battery 6, and adjusts opening degrees of the plurality ofbattery cooling branches according to P1 and P2, to adjust the coolingpower of the battery; and the battery temperature adjustment module 5obtains the plurality of area temperatures Tq and the air conditionerset temperature Ts, and controls the opening degree of each batterycooling branch according to Tq and Ts. For example, if Tq of an area isrelatively high and greatly different from Tq of another area, thebattery temperature adjustment module 5 controls the opening degree ofthe intra-vehicle cooling branch for cooling the area to be increased,and moreover controls the opening degree of the corresponding batterycooling branch to be reduced. Moreover, to ensure that the cooling powerof the battery is unchanged, the battery temperature adjustment module 5controls the opening degree of another intra-vehicle cooling branch tobe reduced, and moreover controls the opening degree of thecorresponding battery cooling branch to be increased. Therefore, thesystem allocates refrigerating capacities to a battery and the areas inthe compartment according to an actual status of the battery, theplurality of area temperatures in the compartment, and the airconditioner set temperature, thereby not only adjusting the temperatureof the battery when the temperature is excessively high or excessivelylow, to maintain the temperature of the battery within a preset range,but also balancing the temperatures of the areas in the compartment.

It may be understood that, the battery temperature adjustment module 5has a refrigerating power provided by the vehicle-mounted airconditioner, and shares a refrigerating capacity with an intra-vehiclerefrigerating system, thereby reducing the volume of the temperatureadjustment system, and making allocation of the flow of the coolingliquid more flexible.

According to an embodiment of the present disclosure, the batterycooling branch may include a heat exchanger 41, and the heat exchanger41 is connected to the battery temperature adjustment module 5. The heatexchanger 41 may include a first duct and a second duct, the second ductis connected to a battery temperature adjustment module 5, and the firstduct is in communication with a compressor 1, where the first duct andthe second duct are adjacently disposed independent of each other. Thebattery temperature adjustment module 5 includes: a flow path ofadjusting the temperature of the battery (not specifically shown in thefigure), where the flow path is disposed in the battery; and a pump 51,a medium container 52, a heater 53, and a controller (not specificallyshown in the figure) that are connected between the flow path and theheat exchanger 41. The controller obtains a required power P1 used forperforming temperature adjustment on a battery and an actual power P2 ofthe battery, and adjusts a temperature of the battery according to therequired power P1 and the actual power P2. The intra-vehicle coolingbranch may include: an evaporator 31, a first expansion valve 32, and afirst electronic valve 33. The battery cooling branch 4 may furtherinclude a second expansion valve 42 and a second electronic valve 43.

Specifically, the heat exchanger 41 may be a plate heat exchanger, andthe plate heat exchanger may be installed in the vehicle-mounted airconditioner, so that the entire refrigerant loop is in thevehicle-mounted air conditioner, to facilitate pre-deliverycommissioning of the vehicle-mounted air conditioner; and thevehicle-mounted air conditioner may be individually supplied andassembled, and moreover, the vehicle-mounted air conditioner only needsto be filled with the refrigerant once in an installing process. Thecooling liquid flows into the battery from the inlet of the flow path,and flows out from the outlet of the flow path, thereby implementingheat exchange between the battery and the cooling liquid.

The pump 51 is mainly used for providing power, and the medium container52 is mainly used for storing the cooling liquid and receiving thecooling liquid added to the temperature adjustment system. When thecooling liquid in the temperature adjustment system is reduced, thecooling liquid in the medium container 52 may be automaticallysupplemented. The heater 53 may be a PTC heater, may perform CANcommunication with the controller, to provide a heating power to thetemperature adjustment system for a vehicle-mounted battery, and iscontrolled by the controller. Moreover, the heater 53 is not in directcontact with the battery 6, to have relatively high safety, reliability,and practicability.

The first temperature sensor 55 is used for detecting the temperature ofthe cooling liquid on the inlet of the flow path, and the secondtemperature sensor 56 is used for detecting the temperature of thecooling liquid on the outlet of the flow path. The flow velocity sensor57 is used for detecting flow velocity information of the cooling liquidin the corresponding duct. The second electronic valve 43 is used forcontrolling opening and closing of the corresponding battery coolingbranch, and the second expansion valve 42 may be used for controllingthe flow of the cooling liquid in the corresponding battery coolingbranch.

How to obtain the required power P1 and the actual power P2 is describedbelow with reference to a specific embodiment.

According to an embodiment of the present disclosure, the controller maybe configured to: obtain a first parameter when enabling temperatureadjustment on the battery, and generate a first required power of thebattery according to the first parameter; obtain a second parameter whenenabling temperature adjustment on the battery, and generate a secondrequired power of the battery according to the second parameter; andgenerate the required power P1 of the battery according to the firstrequired power of the battery and the second required power of thebattery.

According to an embodiment of the present disclosure, the firstparameter includes an initial temperature when enabling temperatureadjustment on the battery, the target temperature, and the target time tfor reaching the target temperature from the initial temperature, andthe controller obtains a first temperature difference ΔT₁ between theinitial temperature and the target temperature, and generates the firstrequired power according to the first temperature difference ΔT₁ and thetarget time t.

The controller generates the first required power through the followingformula (1):

ΔT₁*C*M/t  (1)

where ΔT₁ is the first temperature difference between the initialtemperature and the target temperature, t is the target time, C is aspecific heat capacity of the battery 6, and M is a mass of the battery.

The second parameter is an average current I of the battery within apreset time, and the controller generates the second required powerthrough the following formula (2):

I²*R  (2)

where I is the average current, and R is an internal resistance of thebattery 6.

When the battery 6 is cooled, P1=ΔT₁*C*M/t+I²*R; and when the battery 6is heated, P1=ΔT₁*C*M/t−I²*R.

According to an embodiment of the present disclosure, the controllergenerates a second temperature difference ΔT₂ of the battery accordingto an inlet temperature detected by the first temperature sensor 55 andan outlet temperature detected by the second temperature sensor 56, andgenerates the actual power P2 of the battery according to the secondtemperature difference ΔT₂ of the battery and a flow velocity v that isdetected by the flow velocity sensor 57.

According to an embodiment of the present disclosure, the actual powerP2 is generated through the following formula (3):

ΔT₂*c*m  (3)

where ΔT₂ is the second temperature difference, c is a specific heatcapacity of the cooling liquid in the flow path, and m is a mass of thecooling liquid flowing through a cross section of the flow path within aunit time, where m=v*ρ*s, v is a flow velocity of the cooling liquid,and ρ is a density of the cooling liquid.

Specifically, as shown in FIG. 33, after the vehicle is powered on, thecontroller determines whether temperature adjustment needs to beperformed on the battery 6; and if it is determined that temperatureadjustment needs to be performed on the battery 6, enables a temperatureadjustment function, and sends information about a low rotational speedto the pump 51, and the pump begins operating at a default rotationalspeed (for example, low rotational speed). The controller may obtain theinitial temperature (that is, current temperature) of the battery 6, thetarget temperature, and the target time t for reaching the targettemperature from the initial temperature, where the target temperatureand the target time t may be preset according to an actual situation,and the first required power of the battery 6 is calculated according tothe formula (1). Moreover, the controller obtains the average current Iof the battery 6 within the preset time, and the second required powerof the battery 6 is calculated according to the formula (2). Then, thecontroller calculates the required power P1 according to the firstrequired power and the second required power of the battery. Moreover,the controller obtains temperature information detected by the firsttemperature sensor 55 and the second temperature sensor 56, and obtainsflow velocity information detected by the flow velocity sensor, and theactual power P2 of the battery is calculated according to the formula(3).

How to adjust the opening degrees of the plurality of intra-vehiclecooling branches (30 and 30), the plurality of battery cooling branches(401 and 402) and the plurality of refrigerating branches (11 and 12)according to the required power P1, the actual power P2, the pluralityof area temperatures Tq and the air conditioner set temperature Ts isdescribed below with reference to a specific embodiment.

According to an embodiment of the present disclosure, the controller isfurther configured to: generate a total maximum refrigerating power P5of a plurality of compressors according to maximum refrigerating powersP of the plurality of compressors; and determine whether the requiredpower P1 is greater than the total maximum refrigerating power P5 of theplurality of compressors, where when the required power P1 is greaterthan the total maximum refrigerating power P5 of the plurality ofcompressors, the controller adjusts, to the maximum, the opening degreesof the refrigerating capacities of the plurality of battery coolingbranches; and when the required power P1 is less than or equal to thetotal maximum refrigerating power P5 of the plurality of compressors,the controller adjusts the opening degrees of the refrigeratingcapacities of the battery cooling branches according to a differencebetween the required power P1 and the total maximum refrigerating powerP5.

Specifically, as shown in FIG. 33, the controller may calculate thetotal maximum refrigerating power P5 of the plurality of compressorsaccording to the maximum refrigerating power P of each compressor, thatis, obtain the total maximum refrigerating power P5 by adding themaximum refrigerating power P of each compressor. Then, the controllerdetermines whether P1>P5, and if yes, the controller adjusts the openingdegree of each second expansion valve 42 to the maximum, to adjust theflow of the cooling liquid provided by the plurality of compressors 1 tothe battery cooling branch corresponding to the battery to the maximum,so that the battery 6 may complete temperature reduction within thetarget time t. If P1≤P5, the controller adjusts the opening degree ofthe second expansion valve 42 according to a difference between P1 andP5, where a larger absolute value of the difference between P1 and P5indicates a smaller opening degree of the second expansion valve 42, tosave energy sources.

According to an embodiment of the present disclosure, the controller isfurther configured to: detect the temperature of the battery; control,when the temperature of the battery is greater than a first temperaturethreshold, the temperature adjustment system to enter a cooling mode;and control, when the temperature of the battery is less than a secondtemperature threshold, the temperature adjustment system to enter aheating mode. The first temperature threshold and the second temperaturethreshold may be preset according to an actual situation. For example,the first temperature threshold may be 40° C., and the secondtemperature threshold may be 0° C.

Specifically, after the vehicle is powered on, the controller detectsthe temperature of the battery in real time, and performs determining.If the temperature of the battery is higher than 40° C., it indicatesthat the temperature of the battery 6 is excessively high in this case.To prevent the high temperature from affecting performance of thebattery 6, temperature reduction processing needs to be performed on thebattery 6, and the controller controls the temperature adjustment systemto enter the cooling mode, sends information about starting the batterycooling function to the air conditioner system, and controls the secondelectronic valve 43 to be turned on, so that the cooling liquid performsheat exchange with the battery to reduce the temperature of the battery.

If the temperature of the battery is less than 0° C., it indicates thatthe temperature of the battery 6 is excessively low in this case. Toprevent the low temperature from affecting performance of the battery,temperature increase processing needs to be performed on the battery 6,the controller controls the temperature adjustment system to enter aheating mode, controls the second electronic valve 43 to be turned off,and controls the heater 53 to be turned on, to provide the heating powerto the temperature adjustment system.

According to an embodiment of the present disclosure, when thetemperature adjustment system is in the cooling mode, the controller isfurther configured to determine, when the required power P1 of thebattery cooling branch is greater than the actual power P2, whether thetemperature of the battery is greater than the third temperaturethreshold. If the temperature of the battery is greater than the thirdtemperature threshold, the controller reduces opening degrees of theplurality of intra-vehicle cooling branches, and increases openingdegrees of the plurality of battery cooling branches, where the openingdegrees of the battery cooling branches are respectively controlledthrough corresponding valves (that is, the second expansion valves 42).The third temperature threshold is greater than the first temperaturethreshold. For example, the third temperature threshold may be 45° C.

Specifically, when the temperature adjustment system is in the coolingmode, if P1 is greater than P2, the controller determines whether thetemperature of the battery is greater than 45° C. If the temperature ofthe battery is greater than 45° C., it indicates that the temperature ofthe current battery 6 is excessively high, the controller reduces theopening degree of the first expansion valve 32, to reduce the flow ofthe cooling liquid of the intra-vehicle cooling branch, and moreoverincreases the opening degree of the second expansion valve 42, toincrease the flow of the cooling liquid of the battery cooling branch.Therefore, by adjusting allocation of the refrigerating capacities ofthe intra-vehicle cooling branch and the battery cooling branch,temperature adjustment on the battery may be completed within the targettime when the temperature of the battery is excessively high.

According to an embodiment of the present disclosure, in the coolingmode, when the required power P1 of the battery is greater than theactual power P2 of the battery, the controller is further configured to:obtain a power difference between the required power P1 and the actualpower P2 used for performing temperature adjustment on the battery, andincrease, according to the power difference, the power of the compressor1 used for cooling the battery, or perform adjustment to increase theflow of the cooling liquid in the cycling branch of the battery, toincrease the cooling power of the battery; or when the required power P1of the battery is less than or equal to the actual power P2 of thebattery, reduce the power of the compressor or keep the power of thecompressor unchanged, or perform adjustment to reduce the flow of thecooling liquid in the cycling branch of the battery, to reduce thecooling power of the battery.

Specifically, when the temperature adjustment system operates in thecooling mode, the controller obtains P1 and P2 of the battery 6, andperforms determining. If P1 is greater than P2, it indicates that thetemperature reduction on the battery 6 cannot be completed within thetarget time according to the current refrigerating power or flow of thecooling liquid. Therefore, the controller obtains a power differencebetween P1 and P2 of the battery 6, and increases the power of thecompressor 1 or increases the flow of the cooling liquid of the cyclingbranch of the battery according to the power difference, to increase thecooling power of the battery, where a larger power difference between P1and P2 indicates larger increase of the power of the compressor and theflow of the cooling liquid of the battery, so that the temperature ofthe battery is reduced to the target temperature within the preset timet. If P1 of the battery 6 is less than or equal to P2, the power of thecompressor may be kept unchanged or the power of the compressor may beproperly reduced, or the flow of the cooling liquid of the cyclingbranch of the battery is reduced, to reduce the cooling power of thebattery. When the temperature of the battery is less than 35° C.,cooling on the battery is completed, the controller sends informationabout turning off a temperature adjustment function to thevehicle-mounted air conditioner through CAN communication, and controlsthe second electronic valves 43 to be turned off. If the temperature ofthe battery is still higher than 35° C. after the temperature adjustmentsystem has entered the cooling mode for a relatively long time, forexample, 1 hour, the controller properly increases the power of thecompressor, so that the battery 6 completes temperature reduction assoon as possible.

According to an embodiment of the present disclosure, the controller isfurther configured to reduce the opening degrees of the plurality ofintra-vehicle cooling branches and increase the opening degrees of theplurality of battery cooling branches when the temperature of thebattery is less than the third temperature threshold and theintra-vehicle temperature is equal to the air conditioner settemperature Ts.

Specifically, when the temperature adjustment system is in the coolingmode, if the temperature of the battery is less than 45° C., thecontroller determines whether the intra-vehicle temperature reaches theair conditioner set temperature Ts. If yes, the controller reduces theopening degree of the first expansion valve 32, and increases theopening degree of the second expansion valve 42, to increase the flow ofthe cooling liquid of the battery cooling branch, reduce the flow of thecooling liquid of the intra-vehicle cooling branch, and complete thetemperature reduction of the battery as soon as possible. If theintra-vehicle temperature has not reached the air conditioner settemperature Ts, the intra-vehicle refrigerating requirement ispreferentially satisfied, and the controller increases the openingdegree of the first expansion valve 32, and reduces the opening degreeof the second expansion valve 42.

Moreover, layered processing is further performed on the temperature ofthe battery, and temperature control thresholds are respectively 40° C.,45° C., and 35° C. When the temperature of the battery is higher than40° C., the battery cooling function is started; and when thetemperature of the battery is reduced to 35° C., cooling of the batteryis completed. When the temperature of the battery reaches 45° C., thebattery cooling requirement is preferentially satisfied. Additionally,when the required power P1 is greater than the actual power P2, if thetemperature of the battery does not exceed 45° C., the intra-vehiclerefrigerating requirement is still preferentially satisfied; and if theintra-vehicle refrigerating power has been sufficient and balanced, thecontroller increases the opening degree of the battery cooling branch,to increase the cooling power of the battery. If the required power P1is less than or equal to the actual power P2, the intra-vehiclerefrigerating requirement may be preferentially satisfied.

In an embodiment of the present disclosure, the plurality ofrefrigerating branches respectively correspond to a plurality of airoutlets, and the plurality of area temperatures are temperatures of theplurality of air outlets.

For example, as shown in FIG. 28, 4 air outlets may be disposed in thecompartment, and are respectively an air outlet 1 to an air outlet 4. Acorresponding area temperature Tq is detected by detecting an air outlettemperature Tc. It is assumed that the air outlet 1 and the air outlet 2are provided with a refrigerating power by the first refrigeratingbranch 11, and the air outlet 3 and the air outlet 4 are provided with arefrigerating power by the second refrigerating branch 12.

According to an embodiment of the present disclosure, the controller isfurther configured to: obtain a temperature difference between theplurality of area temperatures; and when the temperature difference isgreater than the fourth temperature threshold, increase the openingdegree of the intra-vehicle cooling branch corresponding to therefrigerating branch in which the air outlet with a high temperature islocated, and reduce the opening degree of the battery cooling branchcorresponding to the refrigerating branch in which the air outlet with ahigh temperature is located. The fourth temperature threshold may bepreset according to an actual situation, for example, may be 3° C.

According to an embodiment of the present disclosure, the controller isfurther configured to reduce the opening degree of the intra-vehiclecooling branch corresponding to the refrigerating branch in which theair outlet with a low temperature is located, and increase the openingdegree of the battery cooling branch corresponding to the refrigeratingbranch in which the air outlet with a low temperature is located.

Specifically, in a battery cooling process, if the air conditioner needsto be turned on in the vehicle, the ambient temperature in thecompartment needs to be monitored and controlled, so that ambienttemperatures at places in the vehicle are kept balanced, and moreoverthe battery cooling requirement can be satisfied. As shown in FIG. 28,when it is detected that the area temperature Tq at the air outlet 1 andthe air outlet 2 is higher than the area temperature Tq at places nearthe air outlet 3 and the air outlet 4 by more than 3° C., the openingdegree of the first expansion valve 32 in the first intra-vehiclecooling branch 301 is controlled to be increased, and moreover theopening degree of the second expansion valve 42 in the first batterycooling branch 401 is controlled to be reduced, so that the coolingpower in the first intra-vehicle cooling branch 301 is increased. Thecontroller further controls the opening degree of the first expansionvalve 32 in the second intra-vehicle cooling branch 302 to be reduced,and the opening degree of the second expansion valve 42 in the secondbattery cooling branch 402 to be increased, so that the cooling power inthe second intra-vehicle cooling branch 302 is relatively small.Therefore, the cooling power of the first battery cooling branch 301 andthe cooling power of the second battery cooling branch 302 may be keptunchanged, and moreover area air temperatures near the air outlets inthe vehicle are kept balanced. When the vehicle-mounted air conditionerdetects that a difference between the area air temperature Tq near theair outlet 1 and the air outlet 2 and the area air temperature Tq nearthe air outlet 3 and the air outlet 4 is within 3° C., the controllercontrols the opening degrees of the first expansion valves 32 in thefirst intra-vehicle cooling branch 301 and the second intra-vehiclecooling branch 302 to be the same, to ensure that the cooling power ofthe first intra-vehicle cooling branch 301 and the cooling power of thesecond intra-vehicle cooling branch 302 are the same.

According to an embodiment of the present disclosure, when thetemperature adjustment system is in the heating mode, when the requiredpower P1 of the battery is greater than the actual power P2 of thebattery, the controller obtains a power difference between the requiredpower P1 and the actual power P2 used for performing temperatureadjustment on the battery, and increase, according to the powerdifference, the power of the heater 53 used for heating the battery, orperform adjustment to increase the flow of the cooling liquid in thecycling branch of the battery, to increase the heating power of thebattery; and when the required power P1 of the battery is less than orequal to the actual power P2 of the battery, the controller reduces thepower of the heater 53 or keeps the power of the heater 53 unchanged, orperforms adjustment to reduce the flow of the cooling liquid in thecycling branch of the battery, to reduce the heating power of thebattery.

Specifically, when the temperature adjustment system is in the heatingmode, the controller obtains P1 and P2 of the battery 6, and performsdetermining. If P1 is greater than P2, it indicates that temperatureincrease on the battery 6 cannot be completed within the target timeaccording to the current heating power or flow of the cooling liquid.Therefore, the controller obtains a power difference between P1 and P2of the battery 6, and increases, according to the power difference, thepower of the heater 53 used for heating the battery 6, or performsadjustment to increase the rotational speed of the pump 51, to increasethe flow of the cooling liquid of the cycling branch of the battery, sothat temperature adjustment on the battery may be completed within thetarget time t. A larger difference between P1 and P2 indicates largerincrease of the power of the heater 53. If P1 of the battery 6 is lessthan or equal to P2, the controller may properly reduce the power of theheater 53, to save electric energy, or perform adjustment to reduce therotational speed of the pump 51 to reduce the flow of the cooling liquidof the cycling branch of the battery 6, to reduce the heating power, orkeep the power of the heater 53 unchanged. When the temperature of thebattery is higher than a preset temperature, for example, 10° C.,heating on the battery 6 is completed, the controller sends informationabout turning off a temperature adjustment function to thevehicle-mounted air conditioner through CAN communication, and controlsthe heater 53 to be turned off. If the temperature of the battery 6 isstill lower than 10° C. after the temperature adjustment system hasentered the heating mode for a relatively long time, for example, 1hour, the controller properly increases the power of the heater 53, sothat the battery 6 completes temperature increase as soon as possible.

According to an embodiment of the present disclosure, the controller isfurther configured to reduce the rotational speed of the pump 51 whenthe required power P1 of a battery is less than the corresponding actualpower P2, and increase the rotational speed of the pump 51 when therequired power P1 of a battery is greater than the corresponding actualpower P2.

Specifically, when the temperature adjustment system enters the heatingmode or cooling mode, if P1 of the battery 6 is less than P2, thecontroller controls the rotational speed of the pump 51 to be reduced,to save electric energy. If P1 of the battery 6 is greater than P2, inaddition to controlling the power of the corresponding heater 53 orcompressor 1 to be increased or the flow of the cooling liquid in theloop in which the battery 6 is located to be increased, the controllerfurther controls the rotational speed of the pump 51 to be increased, toincrease a mass of the cooling liquid flowing through a cross section ofthe cooling flow path within a unit time, thereby increasing the actualpower P2 of the battery 6, to implement temperature adjustment withinthe target time t.

It may be understood that, the adjustment manner of the batterytemperature adjustment module 5 of the system shown in FIG. 33 issimilar to those in FIG. 25 and FIG. 26, and a difference is that FIG.33 shows a single battery pack, and FIG. 25 and FIG. 26 show two batterypacks connected in series. For details not disclosed in the temperatureadjustment process of the system shown in FIG. 33 in this embodiment ofthe present disclosure, reference may be specifically made to theforegoing embodiments. To avoid redundancy, details are not describedherein again.

The temperature adjustment system for a vehicle-mounted batteryaccording to this embodiment of the present disclosure obtains therequired power and the actual power through the battery temperatureadjustment module, and obtains the area temperatures of the plurality ofareas in the vehicle and the air conditioner set temperature; andadjusts the opening degrees of the plurality of intra-vehicle coolingbranches, the plurality of battery cooling branches and the plurality ofrefrigerating branches according to the required powers, the actualpowers, the plurality of area temperatures and the air conditioner settemperature. Therefore, the system allocates refrigerating capacities toa battery and the areas in the compartment according to an actual statusof the battery, the plurality of area temperatures in the compartment,and the air conditioner set temperature, thereby not only adjusting thetemperature of the battery when the temperature is excessively high orexcessively low, to maintain the temperature of the battery within apreset range, but also balancing the temperatures of the areas in thecompartment.

FIG. 36 is a flowchart of a temperature adjustment method for avehicle-mounted battery according to a first embodiment of the presentdisclosure. As shown in FIG. 33, the temperature adjustment system for avehicle-mounted battery includes a plurality of refrigerating branches,a plurality of battery cooling branches corresponding to the pluralityof refrigerating branches, a plurality of intra-vehicle coolingbranches, a battery and a battery temperature adjustment moduleconnected between the battery and the plurality of battery coolingbranches, and each battery cooling branch includes a heat exchanger. Asshown in FIG. 36, the temperature adjustment method includes thefollowing steps:

S1′″″. Obtain a required power P1 and an actual power P2 used forperforming temperature adjustment on a battery.

According to an embodiment of the present disclosure, the obtaining arequired power used for performing temperature adjustment on a batteryspecifically includes: obtaining a first parameter when enablingtemperature adjustment on the battery, and generating a first requiredpower of the battery according to the first parameter; obtaining asecond parameter when enabling temperature adjustment on the battery,and generate a second required power of the battery according to thesecond parameter; and generating a required power P1 of a batterycooling branch according to the first required power and the secondrequired power.

According to an embodiment of the present disclosure, the firstparameter includes an initial temperature when enabling temperatureadjustment on the battery, the target temperature, and a target time tfor reaching the target temperature from the initial temperature, andthe generating a first required power according to the first parameterspecifically includes: obtaining a first temperature difference ΔT₁between the initial temperature and the target temperature; andgenerating the first required power according to the first temperaturedifference ΔT₁ and the target time t.

According to an embodiment of the present disclosure, the first requiredpower is generated through the following formula (1):

ΔT₁*C*M/t  (1)

where ΔT₁ is the first temperature difference between the initialtemperature and the target temperature, t is the target time, C is aspecific heat capacity of the battery, and M is a mass of the battery.

According to an embodiment of the present disclosure, the secondparameter is an average current I of the battery within a preset time,and the second required power is generated through the following formula(2):

I²*R  (2)

where I is the average current, and R is an internal resistance of thebattery.

When the battery is cooled, P1=ΔT₁*C*M/t+I²*R; and when the battery isheated, P1=ΔT₁*C*M/t−I²*R.

According to an embodiment of the present disclosure, the obtaining anactual power P2 used for performing temperature adjustment on a batteryspecifically includes: obtaining an inlet temperature and an outlettemperature of a flow path used for adjusting the temperature of thebattery, and obtaining a flow velocity v at which a cooling liquid flowsinto the flow path; generating a second temperature difference ΔT₂ ofthe battery according to the inlet temperature and the outlettemperature of the flow path of the battery; and generating the actualpower P2 of the battery according to the second temperature differenceΔT₂ of the battery and the flow velocity v.

According to an embodiment of the present disclosure, the actual powerP2 is generated through the following formula (3):

ΔT₂*c*m  (3)

where ΔT₂ is the second temperature difference, c is a specific heatcapacity of the cooling liquid in the flow path, and m is a mass of thecooling liquid flowing through a cross section of the flow path within aunit time, where m=v*ρ*s, v is a flow velocity of the cooling liquid, ρis a density of the cooling liquid, and s is a cross-sectional area ofthe flow path.

S2′″″. Obtain area temperatures Tq of a plurality of areas in thevehicle and an air conditioner set temperature Ts respectively.

S3′″″. Adjust opening degrees of the plurality of intra-vehicle coolingbranches, the plurality of battery cooling branches and the plurality ofrefrigerating branches according to the required power P1, the actualpower P2, the plurality of area temperatures Tq and the air conditionerset temperature Ts.

According to an embodiment of the present disclosure, the openingdegrees of the plurality of intra-vehicle cooling branches, theplurality of battery cooling branches and the plurality of refrigeratingbranches are adjusted within the target time t according to the requiredpower P1, the actual power P2, the plurality of area temperatures Tq,and the air conditioner set temperature Ts, to reach the targettemperature.

The battery may be a battery pack or a battery module.

Specifically, using two refrigerating branches, two battery coolingbranches, two intra-vehicle cooling branches and two batteries as anexample, the refrigerating branches are respectively a firstrefrigerating branch and a second refrigerating branch, the batterycooling branches are respectively a first battery cooling branch and asecond battery cooling branch, and the intra-vehicle cooling branchesare respectively a first intra-vehicle cooling branch and a secondintra-vehicle cooling branch.

When the temperature of the battery is excessively high or excessivelylow, temperature adjustment on the battery needs to be performed. Therequired power P1 and the actual power P2 used for performingtemperature adjustment on the battery are obtained, and opening degreesof the plurality of battery cooling branches are adjusted according toP1 and P2, to adjust the cooling power of the battery; and the pluralityof area temperatures Tq and the air conditioner set temperature Ts areobtained, and the opening degree of each battery cooling branch iscontrolled according to Tq and Ts. For example, if Tq of an area isrelatively high and greatly different from Tq of another area, theopening degree of the intra-vehicle cooling branch for cooling the areais controlled to be increased, and moreover the opening degree of thecorresponding battery cooling branch is controlled to be reduced.Moreover, to ensure that the cooling power of the battery is unchanged,the opening degree of another intra-vehicle cooling branch is controlledto be reduced, and moreover the opening degree of the correspondingbattery cooling branch is controlled to be increased. Therefore, themethod allocates refrigerating capacities to a battery and the areas inthe compartment according to an actual status of the battery, theplurality of area temperatures in the compartment, and the airconditioner set temperature, thereby not only adjusting the temperatureof the battery when the temperature is excessively high or excessivelylow, to maintain the temperature of the battery within a preset range,but also balancing the temperatures of the areas in the compartment.

How to adjust, based on FIG. 33, opening degrees of the plurality ofintra-vehicle cooling branches, the plurality of battery coolingbranches and the plurality of refrigerating branches according to therequired power P1, the actual power P2, the plurality of areatemperatures Tq and the air conditioner set temperature Ts is describedbelow with reference to a specific embodiment.

According to an embodiment of the present disclosure, when there is onevehicle-mounted battery, and there are a plurality of intra-vehiclecooling branches, a plurality of battery cooling branches and aplurality of refrigerating branches, the foregoing temperatureadjustment method for a vehicle-mounted battery may further include:generating a total maximum refrigerating power P5 of a plurality ofcompressors according to maximum refrigerating powers P of the pluralityof compressors; determining whether the required power P1 is greaterthan the total maximum refrigerating power P5 of the plurality ofcompressors; if the required power P1 is greater than the total maximumrefrigerating power P5 of the plurality of compressors, adjusting, tothe maximum, opening degrees of refrigerating capacities provided by theplurality of compressors to the battery cooling branches; and if therequired power P1 is less than or equal to the total maximumrefrigerating power P5 of the plurality of compressors, adjusting theopening degrees of the refrigerating capacities of the battery coolingbranches corresponding to the batteries according to a differencebetween the required power P1 and the total maximum refrigerating powerP5.

Specifically, the total maximum refrigerating power P5 of the pluralityof compressors may be calculated according to the maximum refrigeratingpower P of each compressor, that is, the total maximum refrigeratingpower P5 may be obtained by adding the maximum refrigerating power P ofeach compressor. Then, whether P1>P5 is determined, and if yes, theopening degree of the second expansion valve in each battery coolingbranch is adjusted to the maximum, to adjust the flow of the coolingliquid provided by the plurality of compressors to the battery coolingbranch corresponding to the battery to the maximum, so that the batterymay complete temperature reduction within the target time t. If P1≤P5,the opening degree of the second expansion valve in the battery coolingbranch is adjusted according to a difference between P1 and P5, where alarger absolute value of the difference between P1 and P5 indicates asmaller opening degree of the second expansion valve, to save energysources.

According to an embodiment of the present disclosure, the batterytemperature adjustment method may further include the following steps:detecting the temperature of the battery; controlling, by thecontroller, the temperature adjustment system to enter a cooling modewhen the temperature of the battery is greater than the firsttemperature threshold; and controlling, by the controller, thetemperature adjustment system to enter a heating mode when thetemperature of the battery is less than a second temperature threshold.The first temperature threshold and the second temperature threshold maybe preset according to an actual situation. For example, the firsttemperature threshold may be 40° C., and the second temperaturethreshold may be 0° C.

Specifically, after the vehicle is powered on, the temperature of thebattery is detected in real time and determining is performed. If thetemperature of the battery is higher than 40° C., it indicates that thetemperature of the battery is excessively high in this case. To preventthe high temperature from affecting performance of the battery,temperature reduction processing needs to be performed on the battery,the controller controls the temperature adjustment system to enter thecooling mode, and sends information about starting the battery coolingfunction to the air conditioner system. If the temperature of thebattery is less than 0° C., it indicates that the temperature of thebattery is excessively low in this case. To prevent the low temperaturefrom affecting performance of the battery, temperature increaseprocessing needs to be performed on the battery, the controller controlsthe temperature adjustment system to enter the heating mode, controlsthe battery cooling branch to be turned off, and controls the heater tobe turned on, to provide the heating power to the battery.

According to an embodiment of the present disclosure, when thetemperature adjustment system is in the cooling mode, the adjustingopening degrees of the plurality of intra-vehicle cooling branches, theplurality of battery cooling branches and the plurality of refrigeratingbranches according to the required power P1, the actual power P2, theplurality of area temperatures Tq and the air conditioner settemperature Ts specifically includes: when the required power P1 of thebattery cooling branch is greater than the actual power P2, determiningwhether the temperature of the battery is greater than a thirdtemperature threshold. If the temperature of the battery is greater thanthe third temperature threshold, opening degrees of the plurality ofintra-vehicle cooling branches are reduced, and opening degrees of theplurality of battery cooling branches are increased, where the openingdegrees of the plurality of battery cooling branches are respectivelycontrolled through corresponding valves (that is, the second expansionvalves 42). The third temperature threshold is greater than the firsttemperature threshold. For example, the third temperature threshold maybe 45° C.

Specifically, when the temperature adjustment system is in the coolingmode, if P1 is greater than P2, whether the temperature of the batteryis greater than 45° C. is determined. If the temperature of the batteryis greater than 45° C., it indicates that the temperature of the currentbattery is excessively high, the opening degree of the first expansionvalve is reduced, to reduce the flow of the cooling liquid of theintra-vehicle cooling branch, and moreover the opening degree of thesecond expansion valve 42 is increased, to increase the flow of thecooling liquid of the battery cooling branch. Therefore, by adjustingallocation of the refrigerating capacities of the intra-vehicle coolingbranch and the battery cooling branch, temperature adjustment on thebattery may be completed within the target time when the temperature ofthe battery is excessively high.

According to an embodiment of the present disclosure, the batterytemperature adjustment method further includes: determining whether therequired power P1 of the battery is greater than the actual power P2; ifthe required power P1 of the battery is greater than the actual power P2of the battery, obtaining a power difference between the required powerP1 and the actual power P2 used for performing temperature adjustment onthe battery, and increasing, according to the power difference, thepower of the compressor used for cooling the battery, or performingadjustment to increase the flow of the cooling liquid of the cyclingbranch of the battery, to increase the cooling power of the battery; andif the required power P1 of the battery is less than or equal to theactual power P2 of the battery, reducing the power of the compressor orkeeping the power of the compressor unchanged, or performing adjustmentto reduce the flow of the cooling liquid of the cycling branch of thebattery, to reduce the cooling power of the battery.

Specifically, when the temperature adjustment system operates in thecooling mode, P1 and P2 of the battery are obtained, and determining isperformed. If P1 is greater than P2, it indicates that the temperaturereduction on the battery cannot be completed within the target timeaccording to the current refrigerating power or flow of the coolingliquid. Therefore, a power difference between P1 and P2 of the batteryis obtained, and the power of the compressor is increased or the flow ofthe cooling liquid of the cycling branch of the battery is increasedaccording to the power difference, to increase the cooling power of thebattery, where a larger power difference between P1 and P2 indicateslarger increase of the power of the compressor and the flow of thecooling liquid of the battery, so that the temperature of the battery isreduced to the target temperature within the preset time t. If P1 of thebattery is less than or equal to P2, the power of the compressor may bekept unchanged or the power of the compressor may be properly reduced,or the flow of the cooling liquid of the cycling branch of the batteryis reduced, to reduce the cooling power of the battery. When thetemperature of the battery is less than 35° C., cooling on the batteryis completed, information about turning off a temperature adjustmentfunction is sent to the vehicle-mounted air conditioner through CANcommunication, and the second electronic valves is controlled to beturned off. If the temperature of a battery is still higher than 35° C.after the temperature adjustment system has entered the cooling mode fora relatively long time, for example, 1 hour, the power of the compressoris properly increased, so that the battery completes temperaturereduction as soon as possible.

According to an embodiment of the present disclosure, if the temperatureof the battery is less than the third temperature threshold, whether theintra-vehicle temperature is equal to the air conditioner settemperature Ts is further determined; and if the intra-vehicletemperature is equal to the air conditioner set temperature Ts, theopening degrees of the plurality of intra-vehicle cooling branches arereduced, and the opening degrees of the plurality of battery coolingbranches are increased.

Specifically, when the temperature adjustment system is in the coolingmode, if the temperature of the battery is less than 45° C., thecontroller determines whether the intra-vehicle temperature reaches theair conditioner set temperature Ts. If yes, the flow of the coolingliquid of the battery cooling branch is increased, and the flow of thecooling liquid of the intra-vehicle cooling branch is reduced, tocomplete the temperature reduction of the battery as soon as possible.If the intra-vehicle temperature has not reached the air conditioner settemperature Ts, the intra-vehicle refrigerating requirement ispreferentially satisfied, and the controller increases the flow of thecooling liquid of the intra-vehicle cooling branch, and reduces the flowof the cooling liquid of the battery cooling branch.

Moreover, layered processing is further performed on the temperature ofthe battery, and temperature control thresholds are respectively 40° C.,45° C., and 35° C. When the temperature of the battery is higher than40° C., the battery cooling function is started; and when thetemperature of the battery is reduced to 35° C., cooling of the batteryis completed. When the temperature of the battery reaches 45° C., thebattery cooling requirement is preferentially satisfied. Additionally,when the required power P1 is greater than the actual power P2, if thetemperature of the battery does not exceed 45° C., the intra-vehiclerefrigerating requirement is still preferentially satisfied; and if theintra-vehicle refrigerating power has been sufficient and balanced, theopening degree of the battery cooling branch is increased, to increasethe cooling power of the battery. If the required power P1 is less thanor equal to the actual power P2, the intra-vehicle refrigeratingrequirement may be preferentially satisfied.

According to an embodiment of the present disclosure, the reducingopening degrees of the plurality of intra-vehicle cooling branchesspecifically includes: obtaining a temperature difference between theplurality of area temperatures; determining whether the temperaturedifference is greater than the fourth temperature threshold; and whenthe temperature difference is greater than the fourth temperaturethreshold, increasing the opening degree of the intra-vehicle coolingbranch corresponding to the refrigerating branch in which the air outletwith a high temperature is located, and reducing the opening degree ofthe battery cooling branch corresponding to the refrigerating branch inwhich the air outlet with a high temperature is located. The fourthtemperature threshold may be preset according to an actual situation,for example, may be 3° C.

In an embodiment of the present disclosure, the plurality ofrefrigerating branches respectively correspond to a plurality of airoutlets, and the plurality of area temperatures are temperatures of theplurality of air outlets.

For example, as shown in FIG. 28, 4 air outlets may be disposed in thecompartment, and are respectively an air outlet 1 to an air outlet 4. Acorresponding area temperature Tq is detected by detecting an air outlettemperature Tc. It is assumed that the air outlet 1 and the air outlet 2are provided with a refrigerating power by the first refrigeratingbranch 11, and the air outlet 3 and the air outlet 4 are provided with arefrigerating power by the second refrigerating branch 12.

According to an embodiment of the present disclosure, the temperatureadjustment method for a vehicle-mounted battery further includes:reducing the opening degree of the intra-vehicle cooling branchcorresponding to the refrigerating branch in which the air outlet with alow temperature is located, and increasing the opening degree of thebattery cooling branch corresponding to the refrigerating branch inwhich the air outlet with a low temperature is located.

Specifically, in a battery cooling process, if the air conditioner needsto be turned on in the vehicle, the ambient temperature in thecompartment needs to be monitored and controlled, so that ambienttemperatures at places in the vehicle are kept balanced, and moreoverthe battery cooling requirement can be satisfied. As shown in FIG. 28,when it is detected that the area temperature Tq at the air outlet 1 andthe air outlet 2 is higher than the area temperature Tq at places nearthe air outlet 3 and the air outlet 4 by more than 3° C., the openingdegree in the first intra-vehicle cooling branch is increased, and theopening degree in the first battery cooling branch is reduced, so thatthe cooling power in the first intra-vehicle cooling branch isrelatively large. The cooling opening degree in the second intra-vehiclecooling branch is further reduced, and the opening degree of the secondbattery cooling branch is increased, so that the cooling power in thesecond intra-vehicle cooling branch is relatively small. Therefore, thecooling power of the first battery cooling branch and the cooling powerof the second battery cooling branch may be kept unchanged, and moreoverarea air temperatures near the air outlets in the vehicle are keptbalanced. When the vehicle-mounted air conditioner detects that adifference between the area air temperature Tq near the air outlet 1 andthe air outlet 2 and the area air temperature Tq near the air outlet 3and the air outlet 4 is within 3° C., the opening degrees of the firstexpansion valves in the first intra-vehicle cooling branch and thesecond intra-vehicle cooling branch are controlled to be the same, toensure that the cooling power of the first intra-vehicle cooling branchand the cooling power of the second intra-vehicle cooling branch are thesame.

According to an embodiment of the present disclosure, when thetemperature adjustment system is in the heating mode, the method furtherincludes: determining whether the required power P1 of the battery isgreater than the actual power P2; if the required power P1 of thebattery is greater than the actual power P2, obtaining a powerdifference between the required power P1 and the actual power P2 of thebattery, and increasing, according to the power difference, the power ofthe heater used for cooling the battery, or performing adjustment toincrease the flow of the cooling liquid of the cycling branch of thebattery, to increase the heating power of the battery; and if therequired power P1 of the battery is less than or equal to the actualpower P2, reducing the power of the heater or keeping the power of theheater unchanged, or performing adjustment to reduce the flow of thecooling liquid of the cycling branch of the battery, to reduce theheating power of the battery.

Specifically, when the temperature adjustment system is in the heatingmode, P1 and P2 of the battery are obtained, and determining isperformed. If P1 is greater than P2, it indicates that temperatureincrease on the battery cannot be completed within the target timeaccording to the current heating power or flow of the cooling liquid.Therefore, a power difference between P1 and P2 of the battery isobtained, and the power of the heater used for heating the battery isincreased according to the power difference, or adjustment is performedto increase the rotational speed of the corresponding pump, to increasethe flow of the cooling liquid of the cycling branch of the battery, sothat temperature adjustment on the battery may be completed within thetarget time t. A larger difference between P1 and P2 indicates largerincrease of the power of the heater. If P1 of the battery is less thanor equal to P2, the power of the heater may be properly reduced, to saveelectric energy, or adjustment is performed to reduce the rotationalspeed of the corresponding pump to reduce the flow of the cooling liquidof the cycling branch of the battery, to reduce the heating power, orthe power of the heater is kept unchanged. When the temperature of thebattery is higher than a preset temperature, for example, 10° C.,heating on the batteries is completed, information about turning off atemperature adjustment function is sent to the vehicle-mounted airconditioner through CAN communication, and the heater is controlled tobe turned off. If the temperature of the battery is still lower than 10°C. after the temperature adjustment system has entered the heating modefor a relatively long time, for example, 1 hour, the power of the heateris properly increased, so that the battery completes temperatureincrease as soon as possible.

According to an embodiment of the present disclosure, the temperatureadjustment method for a vehicle-mounted battery may further include:reducing, if the required power P1 of the battery is less than theactual power P2, the rotational speed of the pump in the flow path ofthe battery; and increasing, if the required power P1 of the battery isgreater than the actual power P2, the rotational speed of the pump inthe flow path of the battery; and

Specifically, when the temperature adjustment system enters the heatingmode or cooling mode, if P1 of the battery is less than P2, therotational speed of the corresponding pump is controlled to be reduced,to save electric energy. If P1 of the battery is greater than P2, inaddition to controlling the power of the corresponding heater orcompressor to be increased or the flow of the cooling liquid in thecycling branch of the battery to be increased, the controller furthercontrols the rotational speed of the pump to be increased, to increase amass of the cooling liquid flowing through a cross section of thecooling flow path within a unit time, thereby increasing the actualpower P2 of the battery, to implement temperature adjustment within thetarget time t.

To sum up, in the temperature adjustment method for a vehicle-mountedbattery according to this embodiment of the present disclosure, first,the required powers and the actual powers used for performingtemperature adjustment on the battery are obtained respectively; then,the area temperatures of the plurality of areas in the vehicle and theair conditioner set temperature are obtained respectively; and then theopening degrees of the plurality of intra-vehicle cooling branches, theplurality of battery cooling branches and the plurality of refrigeratingbranches are adjusted according to the required powers, the actualpowers, the plurality of area temperatures and the air conditioner settemperature. Therefore, the method allocates refrigerating capacities toa battery and the areas in the compartment according to an actual statusof the battery, the plurality of area temperatures in the compartment,and the air conditioner set temperature, thereby not only adjusting thetemperature of the battery when the temperature is excessively high orexcessively low, to maintain the temperature of the battery within apreset range, but also balancing the temperatures of the areas in thecompartment.

There may be a plurality of compressors 1 independent of each other forproviding the refrigerant to the battery, and there may be oneintra-vehicle cooling branch 3 and one battery cooling branch 4.

For example, as shown in FIG. 37, two compressors are used as anexample, and include a first compressor 11 and a second compressor 12.The controller may control, according to the required power P1 and theactual power P2, a quantity of compressors to be started.

Specifically, when the battery 6 is cooled, if P1 is greater than P2,one compressor is controlled to be started; and if P1 is less than P2,the two compressors are both controlled to be started.

In the description of the present disclosure, it should be understoodthat, orientations or position relationships indicated by terms such as“center”, “longitudinal”, “transverse”, “length”, “width”, “thickness”,“up”, “down”, “front”, “rear”, “left”, “right”, “vertical”,“horizontal”, “top”, “bottom”, “inner”, “outer”, “clockwise”,“counterclockwise”, “axial”, “radial”, and “circumferential” areorientations or position relationship shown based on the accompanyingdrawings, and are merely used for describing the present disclosure andsimplifying the description, rather than indicating or implying that theapparatus or element should have a particular orientation or beconstructed and operated in a particular orientation, and therefore,should not be construed as a limitation on the present disclosure.

In addition, terms “first” and “second” are used only for descriptionobjectives, and shall not be construed as indicating or implyingrelative importance or implying a quantity of indicated technicalfeatures. Therefore, a feature restricted by “first” or “second” mayexplicitly indicate or implicitly include at least one such feature. Inthe description of the present disclosure, unless otherwise specificallylimited, “multiple” means at least two, for example, two or three.

In the present disclosure, unless explicitly specified or limitedotherwise, the terms “mounted”, “connected”, “connection”, and “fixed”should be understood broadly, for example, which may be fixedconnections, detachable connections or integral connections; may bemechanical connections or electrical connections; may be directconnections, indirectly connected with each other through anintermediate medium, or communications inside two elements or aninteraction relationship of two elements, unless otherwise specificallylimited. Those of ordinary skill in the art can understand specificmeanings of the terms in the present disclosure according to specificsituations.

In the present disclosure, unless explicitly specified or limitedotherwise, a first characteristic “on” or “under” a secondcharacteristic may be the first characteristic in direct contact withthe second characteristic, or the first characteristic in indirectcontact with the second characteristic by using an intermediate medium.Moreover, the first characteristic “on”, “above” and “over” the secondcharacteristic may be the first characteristic right above or obliquelyabove the second characteristic, or only indicates that a horizontalheight of the first characteristic is greater than that of the secondcharacteristic. The first characteristic “under”, “below” and “beneath”the second characteristic may be the first characteristic right below orobliquely below the second characteristic, or only indicates that ahorizontal height of the first characteristic is less than that of thesecond characteristic.

In the descriptions of this specification, descriptions such asreference terms “an embodiment”, “some embodiments”, “example”,“specific example”, or “some examples” intend to indicate that specificfeatures, structures, materials, or characteristics described withreference to embodiments or examples are included in at least oneembodiment or example of the present disclosure. In this specification,exemplary descriptions of the foregoing terms do not necessarily referto a same embodiment or example. In addition, the described specificfeature, structure, material, or characteristic may be combined in aproper manner in any one or more embodiments or examples. In addition,with no conflict, a person skilled in the art can integrate and combinedifferent embodiments or examples and features of the differentembodiments and examples described in this specification.

Although the embodiments of the present disclosure are shown anddescribed above, it can be understood that the foregoing embodiments areexemplary, and should not be construed as limitations to the presentdisclosure. A person of ordinary skill in the art can make changes,modifications, replacements, and variations to the foregoing embodimentswithin the scope of the present disclosure.

1. A temperature adjustment method for a vehicle, comprising: obtaininga required power and an actual power used for performing temperatureadjustment on a battery; obtaining an intra-vehicle temperature of avehicle and an air conditioner set temperature; and adjusting an openingdegree of an intra-vehicle cooling branch and an opening degree of abattery cooling branch according to the required power, the actualpower, the intra-vehicle temperature, and the air conditioner settemperature, such that the battery reaches a target temperature within atarget time.
 2. The temperature adjustment method for a vehicleaccording to claim 1, wherein the obtaining a required power used forperforming temperature adjustment on a battery comprises: obtaining afirst parameter when enabling temperature adjustment on the battery, andgenerating a first required power according to the first parameter;obtaining a second parameter during temperature adjustment on thebattery, and generating a second required power according to the secondparameter; and generating the required power according to the firstrequired power and the second required power.
 3. The temperatureadjustment method for a vehicle according to claim 2, wherein the firstparameter comprises an initial temperature when enabling temperatureadjustment on the battery, the target temperature, and the target timefor reaching the target temperature from the initial temperature, andthe generating a first required power according to the first parameterspecifically comprises: obtaining a first temperature difference betweenthe initial temperature and the target temperature; and generating thefirst required power according to the first temperature difference andthe target time.
 4. The temperature adjustment method for a vehicleaccording to claim 3, wherein the first required power is generatedthrough the following formula:ΔT₁*C*M/t wherein ΔT₁ is the first temperature difference between theinitial temperature and the target temperature, t is the target time, Cis a specific heat capacity of the battery, and M is a mass of thebattery; and the second parameter is an average current of the batterywithin a preset time, and the second required power is generated throughthe following formula:I²*R wherein I is the average current, and R is an internal resistanceof the battery.
 5. The temperature adjustment method for a vehicleaccording to claim 1, wherein the obtaining an actual power used forperforming temperature adjustment on a battery specifically comprises:obtaining an inlet temperature and an outlet temperature of a flow pathused for adjusting a temperature of the battery, and obtaining a flowvelocity at which a cooling liquid flows into the flow path; generatinga second temperature difference according to the inlet temperature andthe outlet temperature; and generating the actual power according to thesecond temperature difference and the flow velocity.
 6. The temperatureadjustment method for a vehicle according to claim 1, furthercomprising: detecting the temperature of the battery; entering a coolingmode when the temperature of the battery is greater than a firsttemperature threshold; and entering a heating mode when the temperatureof the battery is less than a second temperature threshold.
 7. Thetemperature adjustment method for a vehicle according to claim 6, theadjusting an opening degree of an intra-vehicle cooling branch and anopening degree of a battery cooling branch according to the requiredpower, the actual power, the intra-vehicle temperature, and the airconditioner set temperature specifically comprises: when the requiredpower is greater than the actual power in the cooling mode, determiningwhether the temperature of the battery is greater than a thirdtemperature threshold, wherein the third temperature threshold isgreater than the first temperature threshold; if the temperature of thebattery is greater than the third temperature threshold, reducing theopening degree of the intra-vehicle cooling branch, and increasing theopening degree of the battery cooling branch; if the temperature of thebattery is less than the third temperature threshold, furtherdetermining whether the intra-vehicle temperature is greater than theair conditioner set temperature; and if the intra-vehicle temperature isgreater than the air conditioner set temperature, increasing the openingdegree of the intra-vehicle cooling branch, and reducing the openingdegree of the battery cooling branch.
 8. The temperature adjustmentmethod for a vehicle according to claim 6, the adjusting a temperatureof the battery according to the required power and the actual powerspecifically comprises: determining whether the required power isgreater than the actual power in a cooling mode; obtaining a temperaturedifference between the required power and the actual power if therequired power is greater than the actual power, and increasing,according to the temperature difference, a power of a heater used forheating the battery; keeping the power of the heater unchanged if therequired power is less than or equal to the actual power; reducing arotational speed of a water pump if the required power is less than theactual power; and increasing the rotational speed of the water pump ifthe required power is greater than the actual power.
 9. A temperatureadjustment system for a vehicle, comprising: a compressor; a condenserconnected to the compressor; an intra-vehicle cooling branch connectedbetween the compressor and the condenser; a battery cooling branchconnected between the compressor and the condenser; and a batterytemperature adjustment module connected to the battery cooling branch,and configured to: obtain a required power and an actual power used forperforming temperature adjustment on a battery; obtain an intra-vehicletemperature of a vehicle and an air conditioner set temperature; andadjust an opening degree of an intra-vehicle cooling branch and anopening degree of a battery cooling branch according to the requiredpower, the actual power, the intra-vehicle temperature, and the airconditioner set temperature, such that the battery reaches a targettemperature within a target time.
 10. The temperature adjustment systemfor a vehicle according to claim 9, wherein the battery cooling branchcomprises a heat exchanger, and the heat exchanger is connected to thebattery temperature adjustment module.
 11. The temperature adjustmentsystem for a vehicle according to claim 9, wherein the batterytemperature adjustment module comprises: a flow path for adjusting atemperature of the battery, which is disposed in the battery; and awater pump, a medium container, a heater, and a controller that areconnected between the flow path and the heat exchanger, wherein thecontroller obtains the required power used for performing temperatureadjustment on the battery and the actual power of the battery, andadjusts the temperature of the battery according to the required powerand the actual power.
 12. The temperature adjustment system for avehicle according to claim 11, wherein the battery temperatureadjustment module further comprises a first temperature sensor disposedon an inlet of the flow path, a second temperature sensor disposed on anoutlet of the flow path, and a flow velocity sensor.
 13. The temperatureadjustment system for a vehicle according to claim 11, wherein thecontroller is configured to: obtain a first parameter when enablingtemperature adjustment on the battery, and generate a first requiredpower according to the first parameter; obtain a second parameter whenenabling temperature adjustment on the battery, and generate a secondrequired power according to the second parameter; and generate therequired power according to the first required power and the secondrequired power.
 14. The temperature adjustment system for a vehicleaccording to claim 13, wherein the first parameter comprises an initialtemperature when enabling temperature adjustment on the battery, thetarget temperature, and the target time for reaching the targettemperature from the initial temperature, and the controller obtains afirst temperature difference between the initial temperature and thetarget temperature, and generates the first required power according tothe first temperature difference and the target time.
 15. Thetemperature adjustment system for a vehicle according to claim 12,wherein the controller generates a second temperature differenceaccording to an inlet temperature detected by the first temperaturesensor and an outlet temperature detected by the second temperaturesensor, and generates the actual power according to the secondtemperature difference and a flow velocity that is detected by the flowvelocity sensor.
 16. The temperature adjustment system for a vehicleaccording to claim 11, wherein the controller is further configured to:detect the temperature of the battery; control, when the temperature ofthe battery is greater than a first temperature threshold, thetemperature adjustment system to enter a cooling mode; and control, whenthe temperature of the battery is less than a second temperaturethreshold, the temperature adjustment system to enter a heating mode.17. The temperature adjustment system for a vehicle according to claim16, wherein in the cooling mode, the controller reduces the openingdegree of the intra-vehicle cooling branch and increases the openingdegree of the battery cooling branch when the required power is greaterthan the actual power and the temperature of the battery is greater thana third temperature threshold, wherein the third temperature thresholdis greater than the first temperature threshold; and the controller isfurther configured to increase the opening degree of the intra-vehiclecooling branch and reduce the opening degree of the battery coolingbranch when the temperature of the battery is less than the thirdtemperature threshold and the intra-vehicle temperature is greater thanthe air conditioner set temperature.
 18. The temperature adjustmentsystem for a vehicle according to claim 17, wherein in the heating mode,the controller obtains a power difference between the required power andthe actual power when the required power is greater than the actualpower, and increases, according to the power difference, a power of theheater used for heating the battery; and keeps the power of the heaterunchanged when the required power is less than or equal to the actualpower; and the controller is further configured to reduce a rotationalspeed of a water pump when the required power is less than the actualpower; and increase the rotational speed of the water pump when therequired power is greater than the actual power.